Melbourne Airport Taxiway Zulu Program and Northern Access

TAXIWAY ZULU PROGRAM ANDNORTHERN ACCESS ROUTEMAJOR DEVELOPMENT PLAN

APRIL 2019

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01-Apr-2019 Prepared for – Australia Pacific Airports (Melbourne) Pty Ltd) – ABN: 069 775 266

Table of Contents

Glossary i Executive Summary iii 1.0 Introduction 1

1.1 Overview 1 1.1.1 Taxiway Zulu Program 1 1.1.2 Northern Access Route 2 1.1.3 Construction Timeframe 2 1.1.4 Construction Cost 2

1.2 Background 2 1.2.1 Project History 2 1.2.2 Project Justification 3

1.3 Proponent Details 4 1.4 Statutory Approvals Context 5

1.4.1 Major Development Plan 5 1.4.2 Other Project Approvals 7

1.5 Structure of the MDP 7 2.0 Site and Surrounds 9

2.1 Proposed Site Context 9 2.2 Surrounding Site Context 10 2.3 Existing Environment 10

2.3.1 Topography, Land and Vegetation 10 2.4 Existing Ground Transportation 10

2.4.1 Aircraft Movement 10 2.4.2 Road Network 11 2.4.3 Bus Network 11 2.4.4 Walking and Cycling Network 12

2.5 Zoning 12 3.0 Proposed Development 14

3.1 Project Vision and Objectives 14 3.1.1 Taxiway Zulu Program 14 3.1.2 Northern Access Route 14

3.2 Proposal Description 15 3.2.1 Taxiway Zulu 15 3.2.2 Northern Access Route 15 3.2.3 Project Site Preparation 16 3.2.4 Materials 16 3.2.5 Fencing and Security Gates 17 3.2.6 Car Parking and Access 17 3.2.7 Landscaping 17 3.2.8 External Lighting 17 3.2.9 Drainage 18 3.2.10 Signage 18 3.2.11 Aircraft Management 18 3.2.12 Services 18

4.0 Statutory and Policy Compliance 20 4.1 Commonwealth Legislation and Policy 20

4.1.1 Airports Act 1996 20 4.1.2 Environment Protection and Biodiversity Conservation Act 1999 21 4.1.3 Airports (Protection of Airspace) Regulations 1996 22

4.2 State Legislation and Policy 23 4.2.1 Planning and Environment Act 1987 23 4.2.2 Environment Effects Act 1978 24 4.2.3 Environmental Protection Act 1970 24

4.3 Melbourne Airport Policy 24 4.3.1 Melbourne Airport Master Plan (2013) 24

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4.3.2 Melbourne Airport Master Plan (2018) 26 4.3.3 Melbourne Airport Environment Strategy (2013) 26

4.4 Planning Policy 27 4.4.1 Planning Policy Framework 27 4.4.2 Metropolitan Planning 28 4.4.3 Local Planning Provisions 29

4.5 Australian Noise Exposure Forecast 30 4.6 National Airports Safeguarding Framework 30

5.0 Assessment of Impacts 33 5.1 Overview 33 5.2 Environmental Impacts 33

5.2.1 Contamination 33 5.2.2 Flora and Fauna 34 5.2.3 Traffic 36 5.2.4 Cultural Heritage 37 5.2.5 Stormwater 37 5.2.6 Noise 38 5.2.7 Air Quality 38 5.2.8 Waste Management 38

5.3 Construction Impacts 39 5.3.1 Air Quality 39 5.3.2 Sediment, Erosion, Control and Contamination 39 5.3.3 Vehicle Movement 40 5.3.4 Aircraft and Passenger Safety During Construction 40 5.3.5 Noise and Vibration 41 5.3.6 Waste Management During Construction 41

5.4 Flight Paths 41 5.5 Social and Economic Impacts 41

6.0 Environmental Management 43 6.1 Environment Policy 43 6.2 Melbourne Airport Environment Strategy (2013) 43 6.3 Environmental Management Measures 44

6.3.1 Construction Environmental Management Plan 44 7.0 Consultation and Approval Process 45

7.1 Consultation Objectives 45 7.2 Consultation Strategy 45

7.2.1 Preliminary Draft MDP Phase 45 7.2.2 Statutory Exhibition of the Preliminary Draft MDP 46 7.2.3 Submission to the Minister for Infrastructure, Transport and Regional

Development 47

List of Tables

Table 1 Response to NASF Guidelines 31 Table 2 Melbourne Airport Environment Strategy (2013) - Key objectives relevant to

MDP 43

List of Figures

Figure 1 Major Development Plan Process 6 Figure 2 High Level Project Area Plan 9 Figure 3 Zoning Map (Master Plan 2013) 13 Figure 4 Billy’s Bunker (Contaminated Land) 34

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Appendices

A Ultimate Airport Development Concept Plan

B Development Plans

C MDP Trigger Letter

D EPBC Act Approval

E EPBC Act Additional Information Report

F Cultural Heritage Due Diligence Assessment

G Phase 1 Site Assessment

H Consistency of the MDP with Section 91 Requirements

I Biodiversity Assessment

J Melbourne Airport Environment Policy

K Reduced Consultation Period Approval Letter

L Environmental Site Assessment

M Traffic Impact Assessment

N Ministerial Approval Letter

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Glossary

ABC Airport Building Controller

AC Asphalt Concrete

ADS-B Automatic Dependent Surveillance Broadcast

AEO Airport Environment Officer

ANEF Australian Noise Exposure Forecast

ASIC Airport Security Identification Card

A-SMGCS Advanced-Surface Movement Guidance and Control Systems

CASA Civil Aviation Safety Authority

CASR Civil Aviation Safety Regulations 1998

CBD Central Business District

CTCR Cement Treated Crushed Rock

CEMP Construction Environmental Management Plan

DoEE Department of the Environment and Energy

DoIRD Department of Infrastructure and Regional Development

DoIRDC Department of Infrastructure, Regional Development and Cities

EES Environmental Effects Statement

EE Act Environment Effects Act 1978 (Vic)

EP Act Environmental Protection Act 1970 (Vic)

EPA Environment Protection Authority

EPBC Act Environment Protection and Biodiversity Conservation Act 1999

FCR Fine Crushed Rock

GSP Gross State Product

HF/VHF High Frequency/Very High Frequency

HLS Helicopter Landing Site

LED Light Emitting Diode

LPPF Local Planning Policy Framework

MAGS Movement Area Guidance Signs

MDP Major Development Plan

Melbourne Airport Australia Pacific Airports (Melbourne) Pty Ltd

MOWP Method of Working Plan

MNES Matters of National Environmental Significance

MSS Municipal Strategic Statement

NAR Northern Access Route

NASAG National Airports Safeguarding Advisory Group

NASF National Airports Safeguarding Framework

NEPMs National Environment Protection Measures

NTGVVP Natural Temperate Grassland of the Victorian Volcanic Plan

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OEMP Operational Environmental Management Plan

OLS Obstacle Limitation Surface

PANS-OPS Procedures for Air Navigational Services – Aircraft Operations

PFAS Per- and Polyfluorinated Alkyl Substances

PRM Precision Runway Monitor

PSZ Public Safety Zones

RDP Runway Development Program

RET Rapid Exit Taxiway

SEPPs State Environment Protection Policies

SPPF State Planning Policy Framework

T1 Terminal 1

T2 Terminal 2

VIC Visitors Identification Card

VPP Victoria Planning Provisions

WAM Wide Area Multilateration

WMPs Waste Management Policies

WSUD Water Sensitive Urban Design

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Executive Summary

Proposed Development

Australia Pacific Airports (Melbourne) Pty Ltd (Melbourne Airport) proposes the construction of the Taxiway Zulu Program and a new Northern Access Route (including a construction compound).

The Project forms part of a broader Northern Precinct Program, which seeks to reconfigure the existing taxiways and apron layout to eliminate negative impacts on the potential growth opportunities at Melbourne Airport. Specifically, it is designed to provide improved aircraft movements in the vicinity of Terminal 2, prepare for a potential future third runway and, establish a construction compound and access for current and future works on the northern side of the Airport.

The components of the Northern Precinct Program subject to this Major Development Plan comprise of the Taxiway Zulu Program and Northern Access Route (including construction compound), detailed below.

Taxiway Zulu Program

The Taxiway Zulu Program will enable the extension to Terminal 2 Pier D to create additional aircraft gate capacity for Terminal 2 and upgrades to the taxiway pavement. The scope of works comprises three phases and includes the construction of the following:

New taxiway network in the Northern Precinct totalling approximately 243,000 square metres of paved area; and

Replacement of pavement at the end of its serviceable life and associated services and utilities necessary to support development (including drainage and power).

Northern Access Route

The Northern Access Route seeks to provide access for construction service associated with development of the Taxiway Zulu Program and future development in the Northern Precinct. The scope of works includes the following components:

Road access networks including an interface with Sunbury Road and Oaklands Road roundabout;

Contractor compound (civil platform);

External access points will be provided via Gate 3 (at the Sunbury Road and Oakland Road roundabout) with a security gatehouse and gates; and

Associated services and utilities including stormwater diversions, fencing, signage, services relocations and infrastructure upgrades.

Statutory and Policy Compliance

The Project represents a major development under Section 89(m) of the Airports Act 1996, as it is ‘a development of a kind that is likely to have significant environmental or ecological impact’ since Matters of National Environmental Significance occur within the Project area. It is therefore a requirement of the Airports Act 1996 that a Major Development Plan be prepared and submitted to the Minister for Infrastructure, Transport and Regional Development for approval.

In accordance with the Environment Protection and Biodiversity Conservation Act 1999, approval was required from the Australian Government Minister for the Environment and Energy (now the Minister of the Environment) as a result of the significant impact on Matters of National Environmental Significance present within the Project area. The Project area contains native vegetation that corresponds to the Environment Protection and Biodiversity Conservation Act 1999 listed Natural Temperate Grassland of the Victorian Volcanic Plan ecological community. In addition, the Project area is located upstream and adjacent to waterways supporting important breeding populations of the EPBC Act listed Growling Grass Frog Litoria Raniformis, including Moonee Ponds Creek to the east and Deep Creek to the west.

An Environment Protection and Biodiversity Conservation Act 1999 referral was completed for the Project and approved with conditions on 9 January 2018 (EPBC2016/7837).

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The Melbourne Airport Master Plan 2013 is structured to guide both land use and development at Melbourne Airport over the next 20 years. Under the Master Plan 2013, the Project is primarily located in the northern portion of the Airside Operations Precinct, which seeks to provide for safe, secure and sufficient airfield activities. The Taxiway Zulu Program and Northern Access Route are consistent with the purpose of the Airport Operations Precinct and the broader Melbourne Airport Master Plan 2013.

This Major Development Plan was assessed at Commonwealth level, however the proposal has also considered the Victoria Planning Provisions contained within the Hume Planning Scheme and relevant State planning policy. The proposed is entirely consistent with the applicable State and local planning policy.

Consultation and Approval Process

The Major Development Plan was subject to the consultation and approval processes outlined within the Airports Act 1996. Given the consultation period previously conducted as part of the environmental approval process under the Environment Protection and Biodiversity Conservation Act 1999 for the Project and consistency with the Master Plan 2013, approval was granted in May 2018 by the Minister for Infrastructure and Transport (now the Minister for Infrastructure, Transport and Regional Development) for a 15 day consultation period.

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1.0 Introduction

1.1 Overview

Australia Pacific Airports (Melbourne) Pty Ltd (Melbourne Airport) has prepared this Major Development Plan (MDP) for the construction of the Taxiway Zulu Program and a new Northern Access Route (including a construction compound) (NAR). For the purposes of this MDP, Taxiway Zulu and NAR will be referred to collectively as ‘the Project’.

Pursuant to Section 88 of the Airports Act 1996, a MDP is ‘required for each major development at an airport’.

In accordance with Section 89 of the Airports Act 1996, a major development is defined as ‘a development that is carried out at an airport site and that consists of…’ (as applicable to the Project):

m. a development of a kind that is likely to have significant environmental or ecological impact.

The Melbourne Airport Master Plan 2013 (Master Plan 2013) identifies a number of airfield infrastructure improvements that are required within the twenty year master planning period to accommodate anticipated growth in aircraft movements and passengers. Specifically, the Master Plan 2013 forecast that the existing airfield configuration would reach capacity by 2017/2018 with infrastructure enhancements required in order to accommodate further growth, provide a good level of service and minimise delays due to airside congestion. In addition, the Master Plan 2013 makes adequate provision for a number of aviation support facilities including road access requirements.

Under the Master Plan 2013, Project works will occur within the northern portion of the Airside Operations Precinct situated to the north, west and south of the Terminal Precinct and within a small portion of the Airport Expansion Precinct towards the Sunbury Road and Oaklands Road roundabout (the Project area) (refer Appendix A for a site plan). Specifically:

Taxiway Zulu Program is located within existing aprons and taxiways to the northwest of the existing terminals; and

NAR (and associated construction compound) extends north and northwest of the existing terminals adjacent to Sunbury Road.

Neither of the developments will require the additional uptake of land extending beyond the existing Melbourne Airport site. The Project forms part of a broader Northern Precinct Project, which is designed to:

Provide improved aircraft movements in the vicinity of Terminal 2 (T2);

Prepare for a potential future third runway; and

Establish a construction compound and access for current and future works on the northern side of the Airport.

Accordingly, this MDP provides details of the Taxiway Zulu Program and NAR development, which are further detailed below (refer Appendix B for detailed development plans).

1.1.1 Taxiway Zulu Program

The Taxiway Zulu Program forms part of a broader Northern Precinct Program detailed in Section 1.2.2 (below). More specifically, with the closure of Taxiway Tango to enable future terminal expansion (subject to a future MDP), Taxiway Echo needs to be re-aligned and development of Taxiway Zulu is required to ensure a parallel taxiway system is restored. The development will include extension of Taxiway Victor to the new Taxiway Zulu.

The Taxiway Zulu Program will enable existing apron areas to be expanded to create additional aircraft gate capacity for T2 and enable the replacement of pavement that has reached the end of its serviceable life. The scope of works are categorised into three phases as follows.

Phase 1: Taxiway Victor North;

Phase 2: Taxiway Zulu Centre; and

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Phase 3: Realignment of Taxiway Echo.

1.1.2 Northern Access Route

NAR seeks to provide access for construction services associated with development of the Taxiway Zulu Program and for future development in the Northern Precinct. It will establish a:

Contractor compound access from the existing Sunbury Road and Oaklands Road roundabout;

Secure access to a dedicated contractor compound; and a

Security point for access to the airside operation environment.

1.1.3 Construction Timeframe

The construction of NAR will commence following approval of this MDP. It is estimated the construction period will be nine months. Phase 1 of Taxiway Zulu is estimated to commence in February 2019 with the completion of Phase 2 and 3 tentatively scheduled for the first quarter of 2023.

1.1.4 Construction Cost

The estimated development cost for the Project is:

$258 million for the Taxiway Zulu Program; and

$25 million for NAR.

1.2 Background

1.2.1 Project History

In August 2014, Melbourne Airport sought advice from the Department of Infrastructure, Regional Development and Cities (DoIRDC) (formerly the Department of Infrastructure and Regional Development (DoIRD)) regarding proposed Taxiway Zulu works including NAR. Specifically, Melbourne Airport was seeking to clarify whether an MDP was triggered under Section 89(g) of the Airports Act 1996, ‘extending a taxiway’ where:

i. the extension significantly increases the capacity of the airport to handle movements of passengers, freight or aircraft; and

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

At this time, DoIRDC confirmed that an MDP for the construction of the Taxiway Zulu Program was not required under Section 89(1)(g) of the Airports Act 1996 on the basis that Taxiway Tango, which was closed to enable future terminal expansion, would be replaced by Taxiway Zulu and subsequently, would not increase the capacity of Melbourne Airport (refer Appendix C for the DoIRD letter).

Specialist assessments were subsequently undertaken by Melbourne Airport, which confirmed that Matters of National Environmental Significance (MNES) occurred within the Project area of Taxiway Zulu and NAR. As a result, an Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) referral was completed. The referral was made to the Australian Government Department of the Environment and Energy (DoEE) on 6 December 2016 (EPBC 2016/7837).

On 8 February 2017, DoEE declared that the proposed action was deemed a ‘controlled action’ and that it would be assessed by preliminary documentation. DoEE requested further information in order to assess the relevant impacts of the proposed action. The further information was provided and approval with conditions was received on 9 January 2018 (EPBC2016/7837). A copy of the EPBC Act approval documents and conditions of approval (including status of each condition) is provided in Appendix D.

Subsequent to the EPBC Act approval, Melbourne Airport was advised by DoIRDC that an MDP would be

required under Section 89(1)(m) the Airports Act 1996, as it was determined that the Project is ‘likely to have significant environmental or ecological impact’.

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1.2.2 Project Justification

1.2.2.1 Northern Precinct Program

The broader Northern Precinct Program comprises the development of a group of connected taxiways located within the Airside Operations Precinct to the north and northwest of the Terminal Precinct (Northern Precinct). Within the Northern Precinct, the Terminal 1 (T1) and Terminal 2 (T2) apron areas are currently served by dual east-west taxiways, Taxiway Echo and Taxiway Tango. These taxiways form the northern boundary of the terminal apron areas, which do not extend parallel to each other or existing Runway 09/27. This current layout is causing operational limitations on aircraft movements in particular sections. Furthermore, the current layout restricts any future expansion of the terminal apron areas within the Northern Precinct.

The Northern Precinct Program seeks to reconfigure the existing taxiways and apron layout to eliminate any negative impacts on the potential growth opportunities at Melbourne Airport. The program seeks to address existing fundamental operations issues to allow future development at Melbourne Airport which are detailed below:

Capacity limitations currently limit the strategic growth of Melbourne Airport operations and prevent Melbourne Airport from meeting changes in business requirements. The Taxiway Zulu Program will enable the expansion of the T2 apron and gate capacity, and the implementation of parallel runways to support future growth of international airlines.

The master-grading of all taxiways within the Northern Precinct will allow the expansion of the T2 apron in the future. In addition, the Project will enable Melbourne Airport to replace poor condition pavement at the end of its serviceable life without negatively impacting operations.

Any delays to aircraft movement affect the airlines on-time performance. The re-alignment of Taxiway Echo and the development of the Taxiway Zulu Program will ensure a parallel taxiway system is restored and subsequently, improve access to the T1 and T2 aprons and Runway 09/27.

There are several risks associated with not proceeding with the Northern Precinct Program including (but not limited to):

The inability to expand the existing T2 aircraft parking aprons and subsequently, restricting the opportunity for Melbourne Airport to expand future services, specifically of international airlines.

Increased congestion and delays to Northern Precinct aircraft movements, which negatively impact the on-time performance of both international and domestic airlines.

Insufficient existing taxiway infrastructure to support the increased aircraft movements associated with parallel east-west runway operation proposed in the Master Plan 2013.

To provide the necessary access and infrastructure to support the construction of the Taxiway Zulu Program and future works in the Northern Precinct, Melbourne Airport has recognised that access from the Southern Precinct via Gate 22 on Operations Road is neither practical nor efficient for enabling construction traffic to gain timely access to the construction areas within the Northern Precinct. Investigations were conducted to determine a suitable option for a construction compound and access road from (C743) Sunbury Road which runs adjacent to the airport perimeter to the north.

The NAR was developed to provide a new controlled entry into the Melbourne Airport airside environment with a construction compound to facilitate a number of projects in the northern area of Melbourne Airport in the future.

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

At the time the Master Plan 2013 was prepared, it was forecast that yearly passengers would increase from 30 million passengers per annum to 64 million passengers per annum over a 20 year period from 2013. It was anticipated that international passenger movements would represent a key contributor to this growth.

The expansion of significant infrastructure is required to landside, terminal and airside facilities to accommodate the forecast growth. Specifically, enhancements to the airside infrastructure will seek

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additional capacity in the form of aircraft parking positions and taxiway infrastructure to support growth in aircraft traffic (particularly international airlines).

When the Master Plan 2013 was approved, periodic bussing of peak hour flights was already occurring as a result of insufficient contact gates. In addition, it was forecast that there would be a shortfall in aircraft type Code E contact gate capacity by 2016 and aircraft type Code F capacity by 2018.

The Master Plan 2013 seeks the development of a new east-west Runway (09R/27L) that will be parallel to the existing Runway 09L/27R. Based on wind conditions, it is anticipated the new runway configuration will be useable for approximately 90 per cent of the time. This proposed runway configuration is expected to support the growth of aircraft movements at Melbourne Airport beyond 2040 and furthermore, support a greater level of operational efficiency than the current runway configuration.

The enhancements to the taxiway system through the Taxiway Zulu Program are critical to enable optimal runway efficiency, and to support and optimise aircraft movements to and from existing Runway 09L/27R.

The specific benefits as a result of the Northern Precinct Program include but are not limited to:

Acting as a key driver for T2 expansion to address Code E and Code F gate capacity shortfall by 2018 by providing the ability to:

- Maintain the two east-west taxiways in the Northern Precinct and facilitate the closure of Taxiway Tango for T2 and associated piers extension.

- Construct new taxiways and maintain east/west and north/south runway access during proposed works on Taxiway Echo and Taxiway Alpha respectively.

Improving taxiway capacity including parallel Code F taxiways in the Northern Precinct.

Improving access of Runway 09/27 through future parallel runway mode operation.

Replacing poor condition taxiway pavement at Taxiway Alpha and Taxiway Papa in conjunction with proposed works.

Improving access for Qantas aircraft to and from T1 Aprons.

Removing CASA non-conformance for the TUG node at D13 and D15, with these bays to be removed with the T2 expansion project.

Developing a new construction compound and access road to accommodate construction traffic and personnel associated with the development of Taxiway Zulu and future developments in the Northern Precinct.

This program of works will provide critical and long term taxiway infrastructure in the Northern Precinct to facilitate and support the overall expansion and growth of terminal apron capacity and the proposed parallel runway system. The airside infrastructure works will have direct operational and safety benefits for civil aviation users and other users of Melbourne Airport.

1.3 Proponent Details

The Project is located entirely within the Melbourne Airport site which is Commonwealth-owned land. In accordance with Section 4 of the Airports Act 1996 a ‘Commonwealth-owned airport can only be leased to a company’ (an airport-lessee company). In the case of Melbourne Airport, Australia Pacific Airports (Melbourne) Pty Ltd is the airport-lessee company. Below are the details of the proponent for this MDP:

Australia Pacific Airports (Melbourne) Pty Ltd Contact: Mr Michael Jarvis – Executive - Planning Melbourne Airport Locked Bag 16 Tullamarine VIC 3043

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Pursuant to Section 5 of the Airports Act 1996, the ‘Infrastructure Minister means the Minister who administer this Act’. The Commonwealth Minister for Infrastructure, Transport and Regional Development (formerly the Minister for Infrastructure and Regional Development) is responsible for all decisions in relation to a MDP for a major airport development.

1.4 Statutory Approvals Context

1.4.1 Major Development Plan

Pursuant to Section 88 of the Airports Act 1996, a MDP is ‘required for each major development at an airport’. Section 89 of the Airports Act 1996 outlines the development triggers for a major development.

The Project represents a major development under Section 89(m) as it is ‘a development of a kind that is likely to have significant environmental or ecological impact’ since MNES occur within the Project area. It is therefore a requirement of the Airports Act 1996 that a MDP be prepared and submitted to the Minister for Infrastructure, Transport and Regional Development for approval.

It is noted the Project is not classified as a sensitive development under Section 71A of the Airports Act 1996.

In accordance with Section 91(1A) of the Airports Act 1996, the overarching purpose of a MDP is to establish the details of a major airport development that relates to the airport and is consistent with the airport lease for the airport and the final master plan for the airport.

Pursuant to Section 91(1) of the Airports Act 1996, the preparation of a MDP consists of a number of requirements as follows:

Prepare an Preliminary Draft MDP comprising the following sections of relevance to the proposal:

- The objectives of the proposal;

- An assessment of the proposal against the extent to which the future needs of airports users will be met;

- A detailed description of the proposal;

- Demonstration of the proposal with the airport lease for the airport;

- Demonstration of the proposals consistency with the Master Plan 2013 including the Environment Strategy;

- An explanation of the impact the development will have on:

Noise exposure levels at the airport

Flight paths at the airport

Traffic flows at the airport and surrounding the airport

The local and regional economy and community;

- An analysis of how the Project complies with State and Local planning policies; and

- The environmental impacts of the proposal and the mitigation measures to deal with them.

Publicly exhibit a Preliminary Draft of the MDP and revise the document in accordance with the feedback received from the public during the exhibition period.

Submit a Draft MDP to the Commonwealth Minister for Infrastructure, Transport and Regional Development. The Minister will then refer the Draft MDP to relevant agencies and departments to receive advice prior to making a decision to approve or refuse the application.

The proponent is also required to comply with the provisions of the EPBC Act in relation to potential environmental impacts and the assessment of projects on Commonwealth land and / or projects which may have a significant impact on a MNES. As outlined under section 1.2.1, an EPBC Act permit was received on 10 January 2018 with conditions (refer Appendix D).

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MDP requirements are depicted in Figure 1, noting that an Exposure Draft MDP for the Project was not prepared prior to this Preliminary Draft. An Exposure Draft is not a formal requirement of the MDP approval process under the Airports Act 1996.

Figure 1 Major Development Plan Process

Determine whether the proposal is

a major airport development

Compliance with Approved

Master Plan and Approved

Environment Strategy

Consultation with

Commonwealth Departments of

Infrastructure, Environment, as

well as CASA, ASA State and

Local Government and relevant

stakeholders

EPBC Act referral

Minister considers Draft MDP

Submit Draft MDP to Minster for

Infrastructure and Transport Public comments incorporated

Minister approves Draft MDP Minister refuses MDP with reasons Minister neither approves nor

refuses Draft MDP after 50 days

The Minister is considered to have

approved the MDP

Prepare Exposure Draft MDP that

includes an assessment of

potential economic,

environmental, transport and

other impacts and benefits +

outline of environmental

management procedures

Advise State and Local authorities

of the Preliminary Draft MDP in

accordance with Section 92 (1A)

of the Airport Act 1996

Preliminary Draft MDP to be made

available for public comment

Prepare Supplementary Report

including issues raised during

public comment period

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1.4.2 Other Project Approvals

Following approval of the MDP by the Minister for Infrastructure, Transport and Regional Development (refer Appendix N), further approvals will be required under the Airports Act 1996 prior to construction commencing.

New developments and building works at Melbourne Airport are subject to an internal approval process whereby individual proposals are assessed by building and environmental officers to ensure consistency with the Airports Act 1996, the Master Plan 2013 and other relevant Airport policies and plans. Independent approvals for construction of the Project will be sought through:

The Airport Building Controller (ABC): The ABC exercises the power and functions prescribed by the Airport (Building Control) Regulations 1997, made under Division 5 of the Airports Act 1996.

The Airport Environment Officer (AEO): The AEO assesses the proposal against the environmental requirements of the Airports Act 1996, the Airports (Environment Protection) Regulations 1997, the environmental commitments in the Master Plan 2013 and the Environment Strategy (2013). The AEO will also examine Construction and Operational Environmental Management Plans.

The internal approval process comprises the following components:

Airport Operator’s consent granted by Melbourne Airport;

Building permit issued by the ABC;

Permit to commence work issued by Melbourne Airport;

Assessment of the proposal by the AEO and review of the Construction Environmental Management Plan (CEMP) to be prepared by the construction contractor; and

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

Approvals will be consistent with the Master Plan 2013, incorporating the Environment Strategy 2013, noting that the Master Plan 2018 is currently under preparation. In addition, the Project will be designed in accordance with all relevant building codes and Victorian standards.

No additional approvals are required for this proposal under Division 5 or Part 12 of the Airports Act 1996 with respect to capacity declarations or the protection of airspace.

1.5 Structure of the MDP

This MDP is structured as follows:

Section 1 provides an introduction to the MDP, including an overview of the Project, and outlines the statutory approvals context.

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

Section 3 provides a detailed description of the Project.

Section 4 identifies the statutory and policy context, and provides assessment of the proposal against relevant airport planning documents, state and local policy.

Section 5 provides an assessment of the impacts of the Project.

Section 6 outlines the environmental management measures to manage Project impacts.

Section 7 describes the consultation process undertaken for the MDP.

Section 8 concludes the report.

Detailed specialist reports were prepared to inform the preparation of this MDP and are enclosed in the appendices. The specialist reports are detailed below:

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Taxiway Zulu and Northern Compound Project Melbourne Airport, Victoria: Additional Information for Assessment by Preliminary Documentation (EPBC 2016/7837) (11 July 2017), prepared by Biosis Pty Ltd (Biosis), Appendix E.

Cultural Heritage Due Diligence Assessment (6 August 2014), prepared by Biosis, Appendix F.

Phase 1 Site Assessment (June 2014), prepared by APAM/ DIRD – Appendix G.

Melbourne Airport Taxiway Zulu and Northern Compound: Biodiversity Assessment (5 December 2016), prepared by Biosis, Appendix I.

Environmental Site Assessment (3 August 2018), prepared by Jacobs, Appendix L.

Traffic Impact Assessment (25 June 2014) prepared by AECOM, Appendix M.

A Supplementary Report (September 2018) was prepared for the Draft MDP which summarised and provided responses to submissions received following consultation of the Preliminary Draft MDP. The Supplementary Report was submitted to the Minister for Infrastructure, Transport and Regional Development along with the Draft MDP.

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2.0 Site and Surrounds

2.1 Proposed Site Context

Melbourne Airport is the major gateway to Victoria and southeast Australia for airline passengers and air freight. The airport is located approximately 22 kilometres northwest of Melbourne’s central business district (CBD) with a site area of over 2,457 hectares (noting that recent land acquisitions have occurred which has increased the overall Melbourne Airport site area).

Under the Master Plan 2013, Project works will occur within the northern portion of the Airside Operations Precinct situated to the north, west and south of the Terminal Precinct and within a small portion of the Airport Expansion Precinct (the Project area) (refer Appendix A for a site plan and Figure 2).

Figure 2 High Level Project Area Plan

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More specifically, the Project area encompasses:

Taxiway Zulu Program which is located within existing aprons and taxiways to the northwest of the existing terminals; and

NAR (and associated construction compound) which extends north and northwest of the existing terminals adjacent to Sunbury Road.

Neither of the developments will require the additional uptake of land extending beyond the existing Melbourne Airport site.

In accordance with the Master Plan 2013, a Special Use Zone has been applied to the Airside Operations Precinct (and the Airport Expansion Precinct) in which the Project is located. The Special Use Zone seeks to reflect the nature of these areas and their critical role in the operation of the airport.

Primary access to Melbourne’s CBD is via the Tullamarine Freeway and the M80 Ring Road. The main point of access to the Project area is via the Tullamarine Freeway at Mercer Drive and Terminal Drive. The Tullamarine Freeway extends into Sunbury Road further north of Melbourne Airport and is primarily a single carriageway with 100kph speed limit. At the northern boundary of the broader Melbourne Airport site, Sunbury Road intersects with Oaklands Road at a roundabout.

2.2 Surrounding Site Context

The Melbourne Airport site is surrounded by a mixture of land uses including Greenvale Public Recreation Reserve to the northeast of the site with a mixture of uses including residential properties further southwest, east and northwest of the broader Melbourne Airport site. In addition, the Organ Pipes National Park is located to the west of Melbourne Airport.

The Project area is situated approximately two kilometres from the nearest residential area to the east of the site. The proposed works and ongoing operation of the taxiways is unlikely to have any detrimental impact upon residents given the substantial distance from surrounding sensitive uses.

2.3 Existing Environment

2.3.1 Topography, Land and Vegetation

The Project area is a highly modified and managed environment which has undergone historical disturbance due to the development of existing airport infrastructure. In accordance with the Phase 1 Site Assessment for the Taxiway Zulu Project, dated 12 June 2014 (refer Appendix G), in the late 1960s, the Project area was likely used for grazing prior to the construction of Melbourne Airport.

The Project area has been extensively cleared and flattened for use as paved taxiways and apron areas. Grassed areas exist around the operational taxiways, apron areas and existing access roads. The remainder of the site is generally flat with a surface of silty clays and a grassy ground cover.

Broader areas of grass dominated vegetation occur between the established airport infrastructure which includes runways, taxiways, high intensity approach lighting, management roads and various buildings and other structures.

2.4 Existing Ground Transportation

2.4.1 Aircraft Movement

The existing airfield configuration at Melbourne Airport comprises two (almost) perpendicular runways, supported by a network of taxiways and aprons. The runway surfaces are predominantly grooved asphalt, supplemented with concrete ends.

Runway 16/34 (north-south alignment) is currently 3,657 metres long and 60 metres wide. This runway can accommodate all commercial aircraft types up to and including Code F aircraft such as the A380. The runway’s length allows direct, ultra–long haul operations to destinations throughout Asia and as far as Dubai and Los Angeles, which has supported strong growth in international services.

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Runway 09/27 (east-west alignment) is currently 2,286 metres long and 45 metres wide. The runway is heavily utilised, particularly during morning and evening peak periods. The eastern end of Runway 09/27 is adjacent to the T1 and T2 aprons and facilitates excellent access for departures.

The taxiway system facilitates aircraft movement around the airfield. Taxiways are predominantly concrete due to traffic loadings, although some areas are grooved asphalt, particularly for runway exits.

The taxiway infrastructure also provides dual apron perimeter taxiways, which ensure quick and efficient aircraft flow between the runways and terminal aprons. The system is designed to allow aircraft traffic to move in different directions simultaneously (facilitated by parallel taxiways). In this regard, the taxi routes are designed to provide the shortest distance between aircraft parking aprons and the runways.

Exit and entrance taxiways facilitate aircraft movement to and from the runways. Entrance taxiways are generally located at the ends of the runway. There are also some intermediate taxiways for intersection departure operations (aircraft starting take-off partway along the active runway). These taxiways provide runway exit points for arrivals, and in the case of Taxiway Echo and Taxiway Alpha, serve as runway crossing points for access to and from the ends of Runway 09/27 and Runway 16/34 respectively.

2.4.2 Road Network

Melbourne Airport comprises a network of internal roads including major access roads, collector roads and local service roads. These provide connections between freight facilities, passenger terminals and other services within the airport precinct.

The Airport is positioned in proximity to a number of major freeways which provide access to the precinct including:

Tullamarine Freeway which runs to the east of the airport and provides a direct link to Melbourne’s CBD; and

The M80 Ring Road which provides access to the Hume, Western and Princes Freeways and connects to internal roads at the southern end of Melbourne Airport.

The internal road network connects with the broader public road network through key access roads including the following.

From Tullamarine Freeway, Terminal Road extends into Departure Drive and Arrival Drive adjacent to the key passenger terminals before extending into Melbourne Drive which provides access back onto Tullamarine Freeway.

From the M80 Ring Road, Airport Drive provides a secondary access to the airport and subsequently, relieves some congestion on the Tullamarine Freeway. .

From the roundabout at Sunbury Road and Oakland Road, an internal road adjoins Perimeter Road extending southwest around the airport terminals.

2.4.3 Bus Network

Bus networks provide access networks within the terminal precinct, to and from Melbourne CBD and the broader metropolitan region.

There are several types of bus networks that access the Melbourne Airport precinct including:

Privately Operated Metropolitan Services (including SkyBus (Melbourne CBD), Dandenong-Airport shuttle, Frankston and Peninsula Airport Shuttle, Eastside Airport Bus and Starbus).

Privately Operated Regional Services (including buses from Ballarat, Bendigo, Geelong, Shepparton and V/Line services between Southern Cross Station and Barham and Deniliquin).

Metropolitan Bus Services (Route 901 Melbourne Airport to Frankston (Smartbus service), Route 478 Airport West SC to Melbourne Airport, Route 479 Airport West SC to Sunbury Station via Melbourne Airport).

Route 470 Sunbury to Moonee Ponds and Route 500 Broadmeadows to Sunbury).

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

In addition, there are a number of bus services, which run internally within the Melbourne Airport Business Park precinct. This includes shuttle buses for the public to the long term parking areas (including off-airport long term car parks) and staff shuttle buses by airlines and the airport. An additional internal bus route is anticipated in the future.

2.4.4 Walking and Cycling Network

There are limited bicycle and walking networks located within a five kilometre radius of Melbourne Airport as outlined in the Master Plan 2013. A shared pedestrian and cycling path extends along Airport Drive within the broader Melbourne Airport site.

2.5 Zoning

The Master Plan 2013 identifies the Project area as being situated within the Airside Operations Precinct, of which future us and development should focus on aircraft services and facilities that meet the role of the precinct, whilst ensuring that any Project does not interfere with the safe operations of the airport and aircraft.

The Special Use Zone is applied to the Airside Operations and Airport Expansion precincts to reflect the special nature of these areas and their critical role in the operation of the airport (refer Figure 3). The Project area is primarily located within the Special Use Zone Schedule 1 (Airside Operations Precinct). In addition, there is a small section of the Project area located within the Special Use Zone Schedule 2 (Airport Expansion Precinct). The purpose of the Special Use Zone is:

‘To implement the Melbourne Airport Master Plan 2013; and

To recognise or provide for the use and development of land for specific purposes as identified in a schedule to this zone.’

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Figure 3 Zoning Map (Master Plan 2013)

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3.0 Proposed Development

The broader Northern Precinct Program comprises the development of a group of connected taxiways located within the Airside Operations Precinct to the north and northwest of the Terminal Precinct, known as the Northern Precinct (refer Appendix A). The components of the Northern Precinct Program subject to this MDP comprise of the Taxiway Zulu Program and NAR (including construction compound).

Specifically, the overarching components of the abovementioned development include the following.

Construction of a new taxiway network in the Northern Precinct comprising:

- Taxiway Zulu Centre from Taxiway Alpha to east of Taxiway Quebec;

- Realignment of Taxiway Echo from Taxiway Alpha to Taxiway Quebec;

- Taxiway Victor North from Taxiway Tango to Runway 09L/27R. Note Runway 09L/27R connection in lieu of one Rapid Exit Taxiway previously covered by project PAP2013032 Runway 09L Rapid Exit Taxiways;

- Victor North Extension from Runway 09L/27R to Taxiway Charlie.

Reconstruction of existing taxiway pavements that are in poor condition and have reached the end of their serviceable lives (Taxiway Papa and Taxiway Alpha); and

Construction of a new northern access road and construction site facility for construction traffic and accommodation associated with development in the Northern Precinct.

Refer to Section 3.2 for further details regarding the Project.

3.1 Project Vision and Objectives

The overarching purpose of the Northern Precinct Program is to facilitate the growth of services at Melbourne Airport and enable the expansion of T2 aircraft parking aprons. The expansion will facilitate the provision of additional aircraft gate capacity, specifically the accommodation of international aircraft movements, which are forecasted to reach 30,000 flights per annum by 2033 (Master Plan 2013).

3.1.1 Taxiway Zulu Program

The Taxiway Zulu Program aims to provide critical taxiway infrastructure in the Northern Precinct of Melbourne Airport to facilitate and support future expansion of terminal apron capacity and the planned parallel runway system. Specifically the Taxiway Zulu Program will:

Enable the future expansion of the T2 apron area by providing new taxiways around the proposed expansion area.

Improve access for Qantas aircraft to/from T1 Aprons.

Remove CASA non-conformance for TUG nodes at D13 and D15 (noting that these bays will be removed with the future T2 Expansion project).

Enable improved aircraft access to existing Runway 09/27 which is critical to supporting future parallel runway mode operations in accordance with the Master Plan 2013.

Allow for Taxiway Victor to extend and connect to Taxiway Charlie giving a parallel taxiway to Runway 16/34.


The NAR will establish the construction compound for the Taxiway Zulu Program. It will establish a contractor compound access from the Sunbury Road and Oaklands Road roundabout and provide secure access to a dedicated contractor compound with a new security point from which to access the airside operating environment.

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3.2 Proposal Description

For the purpose of the proposal description, the two components of the Northern Precinct Program subject to this MDP (Taxiway Zulu and the NAR), will be discussed separately.

The following provides a general summary of the Project and should be read in conjunction with the development plans prepared by Jacobs and enclosed in Appendix B.

3.2.1 Taxiway Zulu

The Project comprises the construction of new taxiways and improvements to the apron areas and pavement of existing taxiways. Specifically, the scope of works for the Taxiway Zulu Program includes the construction of the following:

New taxiway network in the Northern Precinct totalling approximately 243,000 square metres of paved area; and

Associated services and utilities necessary to support development (including drainage and power).

The works to be undertaken as part of the Taxiway Zulu Program are categorised into three phases as follows.

Phase 1: Taxiway Victor North

- Rapid Exit Taxiway (RET) connecting 09/27 to Taxiway Alpha

- Construction of Victor North Extension from Runway 09/27 to Taxiway Charlie

- Redesign of adjacent areas due to the introduction of the RET

Phase 2: Taxiway Zulu Centre

Phase 3: Realignment of Taxiway Echo

As a result of the closure of Taxiway Tango, the realignment of Taxiway Echo and the construction of Taxiway Zulu will ensure the restoration of a parallel taxiway system. In addition, the proposal includes the extension of Taxiway Victor to the new Taxiway Zulu. The works associated with Taxiway Zulu and the broader Northern Precinct Program does not significantly increase the capacity of Melbourne Airport to handle aircraft movements rather maintains a dual parallel taxiway system to continue the current level of movements in a safe and efficient manner.


As part of the broader Northern Precinct Program, a new access road and construction compound is proposed to provide access and service to the Northern Precinct of Melbourne Airport site. It will provide a new controlled entry into the Melbourne Airport airside environment to facilitate the construction of Taxiway Zulu and future projects in the Northern Precinct of the airfield.

The scope of works includes the following.

Realignment of the airside fence (perimeter fence) around the Melbourne Airport site boundary;

Road access networks;

Interface of access road with Sunbury Road and Oaklands Road Roundabout;

Services relocations and infrastructure upgrades;

Contractor compound (civil platform). The construction compound is irregular in shape and will have an approximate total floor area of 4,800 square metres (length of 95 metres and width of 50 metres);

Stormwater diversions;

External access points will be provided via Gate 3 (at the Sunbury Road and Oakland Road roundabout);

Security gatehouse and security screening facilities;

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Security gates will be located at both Gate 3 and Gate 2A (accessed from Sunbury Road) access points. The existing Gate 2A is to be relocated to align with the new perimeter fence and will be upgraded to include an automated gate operated from the new gatehouse; and

External Melbourne Airport specific signage will be displayed at Gate 3 and the relocated Gate 2A. Directional and safety signage, and road lighting will be located along various points of the roads.

Specifically, the NAR will extend from the roundabout of Sunbury Road and Oaklands Road (to the north) along the Melbourne Airport site boundary (which adjoins Sunbury Road) to Taxiway Quebec and Taxiway Echo to the southeast. Specifically,

Haul Road will extend southwest for 1.76 kilometres from the roundabout of Sunbury Road and Oaklands Road to the proposed construction compound (and have a width of 8 metres). In order to facilitate access to the construction compound the existing southern leg on the Sunbury Road and Oaklands Road roundabout will be redesigned and constructed. This proposed access arm will have a single lane entry and exit from the existing roundabout.

Airside Haul Road will extend from the construction compound for 1.6 kilometres (and have a width of 8 metres) and adjoin with Taxiway Echo (within the Airside Operations Precinct). Small internal access roads will branch from the Airside Haul Road when approaching the Airside Operations Precinct.

An access road will extend south from the existing Gate 2A for 120 metres to the intersection with Haul Road and have a width of 8 metres.

Perimeter Road will extend south of Haul Road for approximately 1.36 kilometres and intersect with Haul Road / Airside Haul Road at the construction compound (and have a width of 8 metres). Perimeter Road will be a dedicated new access road within Melbourne Airport.

Link Road will extend south from Haul Road for 120 metres to the intersection with Perimeter Road and have a width of 8 metres.

An access road will extend along the southeast boundary of the construction compound to the east from Airside Haul Road for 99 metres (and have a width of 8 metres) and join into an existing internal road.

An access drive way will extend from Haul Road for approximately 20 metres to the contractor compound (and have a width of 8 metres).

3.2.3 Project Site Preparation

Site preparation will include all excavation, supply and compaction of filling materials and associated grading to enable the construction of the new taxiways and apron improvements. All excess spoil including imported and site derived materials shall be removed from the site on completion of the specified works.

3.2.4 Materials

3.2.4.1 Taxiway Zulu

The primary materials used in the construction of aircraft pavement will be formed by the application of three discrete layers that form an overall heavy duty (rigid) pavement. The total depth of the pavement will be 850 millimetres. The three layers from the top down are estimated to be as follows:

Top layer: 500 millimetres deep Portland Cement Concrete (PCC).

Middle layer: 200 millimetres deep Cement Treated Crushed Rock (CTCR) which is a bound pavement layer.

Bottom layer: 150 millimetres deep Fine Crushed Rock (FCR) which is an unbound pavement layer.

At this phase of the Project, the approximate area of pavement to be constructed (including reconstruction of existing pavements) is approximately 243,000 square metres. To enable the faster construction methodology at the adjoining points to the existing runways, it may be necessary to use

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‘expedient’ pavement areas that will be formed with asphalt (flexible) pavement. The physical make-upof flexible pavement usually has a depth of 900 millimetres and comprises three layers as follows:

Top layer: 150 millimetres deep Asphalt Concrete (AC).

Middle layer: 300 millimetres deep FCR which is an unbound pavement layer.

Bottom layer: 450 millimetres deep CTCR which is a bound pavement layer.

A thin bitumen emulsion bond break layer will be applied over the crushed rock base layer prior toplacement of the top layer of concrete.

3.2.4.2 Northern Access Route

NAR will be formed from layers of imported crushed rock sieved to different grades and sizes, andform three different layers as follows:

Top layer: Wearing course (finer material) 50 millimetres deep crushed rock.

Middle layer: Intermediate Course (more course material) 125 millimetres deep crushed rock.

Bottom layer: Base course (coarsest material) 500 to 600 millimetres deep crushed rock.

In order to provide space for the contractor’s offices, amenity areas, construction material storage andvehicle parking, a construction compound will have to be constructed for the five to ten year period inwhich the Northern Precinct Program will be constructed.

3.2.4.3 Other Materials

In general, the aircraft pavement concrete slabs are formed without reinforced steel as they are massconcrete slabs. It is noted that high yield structural steel bars will be used in places for reinforcementwhere required. This generally occurs around service pits or some slab connections where steel dowelbars are used for joint interconnectivity.

Plastic conduits for electrical and fibre optic cables will be installed (if necessary) around the worksarea. Plastic pipe will also be installed (if necessary) for supply of water to hydrants around the worksarea.

3.2.5 Fencing and Security Gates

The Project area will be contained by perimeter fencing with an overall height of 2.4 metres with 0.5metre diameter razor wire coil on the top. The entry / exit points will be secured by lockable swingopen gates. Security gates will be located at both Gate 3 and Gate 2A (accessed from Sunbury Road)access points. The existing Gate 2A is to be relocated to align with the new perimeter fence and willbe upgraded to include an automated gate operated from the new gatehouse. Fencing and securitygates will be in in accordance with the Melbourne Airport Planning and Design Guidelines.

3.2.6 Car Parking and Access

The construction staff will enter the construction area exclusively via Gate 3 (at the Sunbury Road andOaklands Road roundabout). Vehicles will travel along Haul Road (to be construction as part of theNAR Program) and a car parking will be provided within the construction site compound. The car parkwill be able to accommodate approximately 200 to 300 vehicles. Construction staff will then travelalong Airside Haul Road via manned security gates.

3.2.7 Landscaping

Landscaping treatments associated with the Project will be undertaken in accordance with the Mel-bourne Airport Planting Guidelines and the Planning and Design Guidelines.

3.2.8 External Lighting

The external lighting associated with the NAR will comprise medium Beam Optic 132 watt LightEmitting Diode (LED) street lights mounted on impact absorbing 7.5 metres octagonal light poles andwill be located in the vicinity of the gatehouse. In addition, 82 watt LED surface mounted canopyluminaires will be located under the security screening canopy adjacent to the gatehouse.

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Lighting associated with the Taxiway Zulu Program will be limited to taxiway lighting and Movement Area Guidance Signs (MAGS) to the requirements of Civil Aviation Safety Authority (CASA) Manual of Standards 139.

3.2.9 Drainage

The proposed works will require additional stormwater infrastructure to accommodate the overall increase in impermeable surface area. It has been recognised the existing main stormwater network at Melbourne Airport will likely require upgrading to accommodate the additional surface runoff.

In accordance with the Master Plan 2013, there are two projects identified in the Capital Plan that identify the stormwater network upgrade at Melbourne Airport. The extent of upgrade required as a result of the Northern Precinct Program will be explored during the Feasibility Phase. The timing and phasing of these projects are critical and will be completed in line with the Taxiway Zulu Program.

As noted previously, approximately 243,000 square metres of pavement will be constructed as part of the Taxiway Zulu Program. Additional stormwater drainage capacity will be designed and constructed utilising circular concrete pipe sections (diameter in the order of 750 millimetres).

In addition, consistent with recent airfield projects, it is proposed that subsoil drainage water will be tested for a range of potential contaminants prior to connection of the Taxiway Zulu subsoil drainage system with the existing stormwater network. If contamination above the relevant surface water quality criteria is identified, interim measures may be required to treat the subsoil drainage water before discharge or alternatively, it may be disposed of to a suitably licensed treatment facility off-site.

An Integrated Water Plan is currently being prepared by Melbourne Airport, of which a flood modelling assessment is being undertaken by Melbourne Airport to understand the operational impacts of extreme weather events. If necessary, infrastructure upgrades will be designed and implemented in order to manage localised flooding.

3.2.10 Signage

Signage will include all statutory and regulatory signage (e.g. fire house reels, hydrants). Business identification signage will also be required. Details of the business identification signage will be provided in accordance with relevant signage guidelines during the building approval process. All signage will comply with the Melbourne Airport Planning and Design Guidelines.

3.2.11 Aircraft Management

Prior to the construction of works associated with the Project, Melbourne Airport will seek approvals from the ABC and the AEO in accordance the Airports Act 1996 and Regulations. In addition, Melbourne Airport will consult and engage with Airservices Australia.

Following the completion of construction, CASA will determine whether the Project is compliant.

Melbourne Airport will develop a method of working plan (MOWP) for each stage of the taxiway expansion program subject to the requirements set out in Section 10.11 of the Civil Aviation Safety Regulations 1998 (CASR) Part 139 Manual of Standards for Aerodromes.

An Environmental Management Plan for the construction (CEMP) will also be put into place in consultation with the AEO.

In order to facilitate construction of the new taxiway configuration, there will be a need for changes to existing aircraft ground movement. This will allow construction equipment to operate on the construction site during airport operating hours. Some partial taxiway closures may be required for the construction of the works. Industry will be advised as and when required to facilitate efficient and ongoing operation of the Airport.

3.2.12 Services

Utility services associated with the development of the Project will comprise the following:

Upgrade of Substation 32 from 200kVA to 1000kVA to cater for the existing Building 52 and the new gatehouse and contractor compounds;

New electrical distribution and metering board located adjacent to the new gatehouse;

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Electrical distribution network to contractor compounds, external lighting and electric gates;

Water supply from existing water main located near within the area between Taxiway Tango and Taxiway Echo. The new DN250 Polyethylene water main follows the new airside road alignment and feeds two standpipes along the route (for construction purposes) and terminates at the Contractors compound. Water will be used in the gatehouse and contractors compound for drinking and toilets;

An in-ground sewage holding tank for servicing the new gatehouse since the NAR is not currently serviced by any sewerage infrastructure. The holding tank will be regularly serviced by a vacuum truck;

Security cameras will be installed to monitor movements through the new access gates; and

ICT connections will be provided for computer equipment and telephones.

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4.0 Statutory and Policy Compliance

4.1 Commonwealth Legislation and Policy

4.1.1 Airports Act 1996

Section 3 of the Airports Act 1996 outlines the objectives of the Act, of which the following are of relevance to this MDP.

a. To promote the sound development of civil aviation in Australia;

b. To establish a system for the regulation of airports that has due regard to the interests of airport users and the general community;

c. To promote the efficient and economic development and operation of airports;

d. To facilitate the comparison of airport performance in a transparent manner.

In accordance with Section 88 of the Airports Act 1996, a MDP must be prepared where a major airport development is proposed. The Project is considered to be a ‘major development’ under the Airports Act 1996 thereby triggering the requirement for an MDP under Section 89(m) ‘a development of a kind that is likely to have significant environmental or ecological impact’.

Melbourne Airport is required to prepare a MDP to provide details of the development for approval by the Commonwealth Minister for Infrastructure, Transport and Regional Development.

Section 91 of the Airports Act 1996 defines the requirements of the MDP including the following:

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

b. the airport-lessee company’s assessment of the extent to which the future needs of civil aviation users of the airport, and other users of the airport, will be met by the development; and

c. a detailed outline of the development; and

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

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

e. if the development could affect noise exposure levels at the airport—the effect that the development would be likely to have on those levels; and

ea) if the development could affect flight paths at the airport—the effect that the development would be likely to have on those flight paths; and

f. the airport-lessee company’s plans, developed following consultations with the airlines that use the airport, local government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Department of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and

g. an outline of the approvals that the airport-lessee company, or any other person, has sought, is seeking or proposes to seek under Division 5 or Part 12 in respect of elements of the development; and

ga) the likely effect of the Projects that are set out in the major development plan, or the draft of the major development plan, on:

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

(ii) employment levels at the airport; and

(iii) the local and regional economy and community, including an analysis of how the Projects fit within the local planning schemes for commercial and retail development in the adjacent area; and

h. the airport-lessee company’s assessment of the environmental impacts that might reasonably be expected to be associated with the development; and

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i. the airport-lessee company’s plans for dealing with the environmental impacts mentioned in paragraph (h) (including plans for ameliorating or preventing environmental impacts); and

j. if the plan relates to a sensitive development—the exceptional circumstances that the airport-lessee company claims will justify the development of the sensitive development at the airport; and

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

Appendix H outlines each requirement of Section 91 of the Airports Act 1996 as listed above and provides the relevant section of this report in which the requirement is discussed.

4.1.1.1 Pre-Existing Interests and Obligations

Pursuant to the Airports Act 1996, the Airports Regulations 1997 requires consideration to be given to a number of matters. Specifically, consideration is required to be given to any pre-existing interests and obligations in relation to the Airport lease company.

The Project is consistent with the airport head lease for Melbourne Airport held by APAM under the Airports Act 1996. The major development:

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

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

Complies with all legislation relating to the Airport site and its structures or use or occupation in accordance with Section 7.1.

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

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

Will be to quality and standards reasonably expected of an airport in Australia and to good business practice in accordance with Section 12(b) and (c).

In the preparation of this MDP, it is understood that all interests existing at the time the airport lease was established were identified and considered including easements, licences, leases and sub leases. There are no known conflicts or inconsistencies existing between these interests and any proposals in this MDP. Melbourne Airport will ensure that any development works allowed under this MDP will not interfere with the rights granted under any pre-existing interest. There are no known impacts to any pre-existing interests of adjacent property owners.

4.1.2 Environment Protection and Biodiversity Conservation Act 1999

Melbourne Airport is situated on Commonwealth land and therefore, is subject to the provisions of the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) which provides a national scheme of environment and heritage protection and biodiversity conservation. The objectives of the EPBC Act are to:

Provide for the protection of the environment, especially matters of national environmental significance.

Conserve Australian biodiversity.

Provide a streamlined national environmental assessment and approvals process.

Enhance the protection and management of important natural and cultural places.

Control the international movement of plants and animals (wildlife), wildlife specimens and products made or derived from wildlife.

Promote ecologically sustainable development through the conservation and ecologically sustainable use of natural resources.

Recognise the role of Indigenous people in the conservation and ecologically sustainable use of Australia's biodiversity.

http://www.environment.gov.au/epbc/protect/index.html

http://www.environment.gov.au/epbc/protect/index.html

http://www.environment.gov.au/epbc/protect/biodiversity.html

http://www.environment.gov.au/epbc/assessments/process.html

http://www.environment.gov.au/heritage/index.html

http://www.environment.gov.au/biodiversity/wildlife-trade/index.html

http://www.environment.gov.au/biodiversity/wildlife-trade/index.html

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Promote the use of Indigenous peoples' knowledge of biodiversity with the involvement of, and in cooperation with, the owners of the knowledge.

The Significant Impact Guidelines 1.1 of the EPBC Act provide guidance on determining whether an action is likely to have a significant impact on a matter protected under national environmental law and whether assessment and approval is required under the EPBC Act. The MNES protected under national environmental law include:

World heritage properties

National heritage places

Wetlands of international importance (often called ‘Ramsar’ wetlands after the international treaty under which such wetlands are listed)

Nationally threatened species and ecological communities

Migratory species

Commonwealth marine areas

The Great Barrier Reef Marine Park

Nuclear actions

A water resource, in relation to coal seam gas development and large coal mining development.

The Significant Impact Guidelines 1.2 of the EPBC Act provide guidance for any person who proposes to take an action which is situated on or may have an impact on Commonwealth land, or for representatives of Commonwealth agencies who propose to take an action that may impact on the environment anywhere in the world. The Guidelines assist in deciding whether or not to submit for a referral under the EPBC Act on whether assessment or approval is required.

In accordance with EPBC Act, actions that have, or are likely to have, a significant impact on a matter of national environmental significance requires approval from the Commonwealth Minister for the Environment. The EPBC Act defines an action as including ‘a project, a development, an undertaking and an activity or series of activities’ (Section 535 of the EPBC Act).

On 6 December 2016, the proposed action for the development of taxiways, taxi lanes and aprons, and to construct the NAR and construction site compound was referred to DoEE.

On 9 February 2017, DoEE declared that the proposed action was deemed a ‘controlled action’. A ‘controlled action’ is likely to have a significant impact and subsequently, requires approval and is subject to further assessment and approval processes.

The Project area contains native vegetation that corresponds to the EPBC Act listed NTGVVP ecological community. In addition, the Project area is located upstream and adjacent to waterways supporting important breeding populations of the EPBC Act listed Growling Grass Frog Litoria Raniformis, including Moonee Ponds Creek to the east and Deep Creek to the west.

DoEE requested further information in order to assess the relevant impacts of the proposed action on 21 March 2017. The further information was provided and approval with conditions was received on 9 January 2018 (EPBC2016/7837) (refer Appendix D).

4.1.3 Airports (Protection of Airspace) Regulations 1996

In accordance with the provisions of the Airports Act 1996 and the Airports (Protection of Airspace) Regulations 1996 (Airport Regulations), the airspace around airports may be declared prescribed airspace, in order to protect the airspace for safe arrival and departure of aircraft using the airport.

As identified in the Master Plan 2013, Melbourne Airport’s airspace, based on the ultimate four runway layout, has been declared Prescribed Airspace by the Commonwealth Government. Pursuant to the Airports Regulations, prescribed airspace is defined as ‘the airspace above any part of either an Obstacle Limitation Surface (OLS) or Procedures for Air Navigational Services – Aircraft Operations surface (PANS-OPS)’. The Airport Regulations define two sets of invisible surfaces above the ground at and around an airport. The airspace above these surfaces forms the airport’s protected airspace and includes:

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Obstacle Limitation Surface (OLS): Generally the lowest surface, designed to provide protection for visual flying, or visual flight rules (VFR) i.e. when the pilot is flying by sight;

Procedures for Air Navigational Services – Aircraft Operations Surface (PANS-OPS): Generally above the OLS, designed to provide protection for instrument flying, or instrument flight rules (IFR), i.e. when the pilot is flying based on instruments (for instance, in poor conditions). The PANS-OPS may also protect airspace around the network of navigational aids that are critical for instrument flying.

The Airports Act 1996 defines any activity resulting in an intrusion into an airport's protected airspace to be a ‘controlled activity’, and requires that controlled activities cannot be carried out without approval. The Airport Regulations provide the DoIRDC or the airport operator with the ability to assess and approve applications to carry out controlled activities and to impose conditions on an approval.

All construction works associated with the Project will be assessed for potential airspace impacts in consultation with Airservices Australia and CASA. This will primarily occur through the detailed design, construction planning and secondary approvals stages of the project. Controlled Activity Approvals need to be obtained from Airservices Australia during construction if intrusions into controlled airspace occur. Construction and associated approvals will be in accordance with Airservices Australia and CASA requirements. Prior to the construction phase commencing, a ‘Notice to Airmen’ (NOTAM) will be issued by Melbourne Airport advising the temporary erection of obstacle(s) near airfields (e.g. cranes). Controlled Activity approvals are issued by the DoIRDC following assessment advice from Airservices Australia and CASA. Airservices Australia will work with Melbourne Airport in assessing construction activities for potential intrusion into prescribed airspace and where required, Airservices Australia will the issue relevant instrument flight procedure and/or other relevant NOTAMs.

The only structures to be erected as part of this proposal are the single-storey security office and LED light posts for street lighting, the latter of which will have a maximum height of 7.0 metres. The Project is therefore not anticipated to have a structural impact on Melbourne Airport’s OLS.

Airservices Australia will be consulted with regard to any impact on the performance of Precision/Non-Precision Navigational Aids, High Frequency/Very High Frequency (HF/VHF) Communications, Advanced-Surface Movement Guidance and Control Systems (A-SMGCS), Radar, Precision Runway Monitor (PRM), Automatic Dependent Surveillance Broadcast (ADS-B), wide area multilateration (WAM) or Satellite/Links to ensure that works will not affect any sector or circling altitude, nor any instrument approach or departure procedure at Melbourne Airport. The Project is not anticipated to penetrate either existing or future PANS-OPS surfaces.

4.2 State Legislation and Policy

4.2.1 Planning and Environment Act 1987

The Planning and Environment Act (PE Act) establishes a framework for the use, development and conservation of land in Victoria and is administered by the Department of Environment, Land, Water and Planning (DELWP). Commonwealth land within the Melbourne Airport boundary is exempt from the requirements of the PE Act, including the requirement to obtain a planning permit, however any off-airport works are subject to relevant provisions of the PE Act.

The PE Act provides for the preparation and administration of planning schemes that control the use and development of land. Planning schemes prepared under the provisions of the PE Act apply to and have effect in each municipality in Victoria. Objectives of the PE Act relevant to the Project are to:

‘Provide for the fair, orderly, economic and sustainable use and development of land;

Provide for the protection of natural and man-made resources and the maintenance of ecological processes and genetic diversity;

Secure a pleasant, efficient and safe working, living and recreational environment for all Victorians and visitors to Victoria;

Conserve and enhance those buildings, areas or other places which are of scientific, aesthetic, architectural or historical interest, or otherwise of special cultural value;

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Protect public utilities and other assets and enable the orderly provision and coordination of public utilities and other facilities for the benefit of the community;

Facilitate development in accordance with the objectives set out in the points above; and

Balance the present and future interests of all Victorians.’

The local planning authority administers municipal planning scheme provisions and development approval requirements as per the processes in the PE Act. As the Airport is located on Commonwealth land, planning scheme provisions do not directly apply, however, they must be considered when preparing a MDP.

4.2.2 Environment Effects Act 1978

In Victoria, the assessment of potential environmental impacts or effects of a Project may be required under the Environment Effects Act 1978 (Vic) (the EE Act). The process enables statutory decision-makers (Ministers, local government and statutory authorities) to decide whether a project with potentially significant environmental effects should proceed.

Melbourne Airport is situated on Commonwealth land and is subject to approvals under Commonwealth legislation. Subsequently, an Environmental Effects Statement (EES) in accordance with the EE Act is not required.

4.2.3 Environmental Protection Act 1970

The Environment Protection Act 1970 (Vic) (the EP Act) seeks to prevent pollution and environmental damage by setting environmental quality objectives and establishing programs to meet them. State Environment Protection Policies (SEPPs) are subordinate legislation made under the provisions of the EP Act to provide more detailed requirements and guidance for the application of the EP Act to Victoria. SEPPs are used to implement the policies outlined in the primary legislation to protect the environment.

The SEPPs relate to emissions to air, water and land in Victoria (including through noise and waste). The Act establishes the powers, duties and functions of Environment Protection Authority (EPA), including recommending SEPPs and industrial Waste Management Policies (WMPs) to the Governor in Council, issuing works approvals, licences, permits, pollution abatement notices and implementing National Environment Protection Measures (NEPMs). It is noted, however, that Melbourne Airport is situated on Commonwealth land and is therefore subject to approvals under Commonwealth legislation.

4.3 Melbourne Airport Policy

4.3.1 Melbourne Airport Master Plan (2013)

The Master Plan 2013 outlines the vision and strategic intent for Melbourne Airport’s future development over the next 20 years. Specifically, the Master Plan 2013 acknowledges the importance in protecting airport operations by maintaining and upgrading airside infrastructure, and enabling the growth and expansion of future operations.

As defined in the Master Plan 2013, Melbourne Airport site is approximately 2,457 hectares, comprising 2,367 hectares of Commonwealth leased land and 90 hectares of freehold land. Recent land acquisition has been undertaken to accommodate the airport’s expansion which is anticipated to increase the site to approximately 2,663 hectares.

Melbourne Airport catered for 29 million passengers and 250,000 tonnes of international freight per annum at the time the Master Plan 2013 was prepared. Furthermore, Melbourne Airport experienced double-digit percentage growth in annual international passenger numbers approximately between 2000 and 2013. At the time the Master Plan 2013 was prepared, Melbourne Airport contributed 1.47 billion to the Victorian Gross State Product (GSP), and provided approximately 14,300 direct jobs and a further 43,000 indirect jobs. These figures have since increased.

Melbourne Airport has 210,000 aircraft movements annually. The curfew-free status enables the movement of an additional two million passengers a year and adds $590 million to the Victorian economy through visitor spending.

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In accordance with Section 71(2)(a) of the Airports Act 1996, the Master Plan 2013 must specify the development objectives for the airport. Section 4.4 of the Master Plan 2013 outlines the development objectives for Melbourne Airport as follows.

‘Maintain Melbourne Airport as the aviation gateway to Victoria.

Develop the airport, a critical piece of Commonwealth infrastructure, through effective, integrated strategic planning, incorporating environmental, community and sustainability considerations.

Comply with relevant regulations and, where relevant, implement new technologies, approaches and processes.

Deliver economic and social benefits to shareholders, the local community and Victoria as a whole through sustainable long-term growth and investment.

Work with business operators, regulators, neighbours and the local community in its operations and planning, to optimise development both at the airport and in the surrounding region.

Remain competitive, both domestically and internationally, and sustainably meet the demands of a growing national economy.

Maintain the flexibility to respond to opportunities and risks in a rapidly changing environment.

Maintain the 24-hour, curfew-free status for the benefit of the whole state by implementing effective on- and off-airport safeguarding measures.

Provide timely and cost-efficient infrastructure including adequate ground transport access for passengers, businesses and staff members.

Ensure developments provide and maintain a safe, secure and efficient environment and enhance the customer experience.’

In accordance with Master Plan 2013 Section 5.4, the land use strategy for Melbourne Airport comprises five land use precincts that each have a different focus or function as follows:

Airside Operations Precinct

Airport Expansion Precinct

Terminals Precinct

Landside Main Precinct

Landside Business Precinct

In accordance with the Master Plan 2013, Project works will occur within the northern portion of the Airside Operations Precinct situated to the north, west and south of the Terminal Precinct and within a small portion of the Airport Expansion Precinct towards the Sunbury Road and Oaklands Road roundabout. The role of the Airside Operations Precinct is to:

‘Provide for safe, secure and efficient airfield activities, including aircraft landing, take-off, taxiing, handling and parking.

Accommodate the provision of aircraft navigation aids, aviation rescue and firefighting services and other facilities essential for safe and efficient aircraft operations.

Provide for 24 hours a day, seven days a week aircraft operations.’

The role of the Airport Expansion Precinct is to:

‘Provide for the airport’s future expansion, including additional future runways and taxiways and possible future terminal or aviation support facilities.

Support the ongoing operation and growth of aviation-related organisations, including Airservices services and facilities (the control tower, air traffic control and Hot Fire Training Ground).

Conserve environmentally significant land where such land is not required for future airport operations.’

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Section 6.0 of the Master Plan 2013 comprises the Airside Development Plan, which aims to ‘maximise the potential uses and operational advantage of Melbourne Airport’s existing single terminal precinct’ (Section 6.1). The principal objectives of the Airside Development Plan are to develop:

‘Appropriate airfield infrastructure that will optimise the use of the existing terminal precinct throughout the 20-year Master Plan period.

Apron areas that will provide additional aircraft parking capacity.

Infrastructure for dual apron perimeter taxiways to maintain efficient aircraft movement.

Rapid Exit Taxiways and other infrastructure enhancements to optimise the existing runways’ capacity.

A new parallel runway and associated taxiway infrastructure in the east-west orientation within the next 10 years.’

In accordance with Section 6.3 of the Master Plan 2013, a key principle of the Airside Development Plan is to ‘maximise the existing assets’ capacity within reasonable delay tolerances, while maintain operational safety at all times’. The following sub-sections of Section 6.3 are applicable to this MDP:

Section 6.3.2 (Existing Runway and Taxiway Capacity Enhancements): Decreasing runway occupancy time where by optimising aircraft throughput and runway use.

Section 6.3.3 (Runway 16/34): Further rehabilitating the concrete slabs at each end of Runway 16/34 (following the runway widening in 2005 for A380 operations). In addition, new high-speed Rapid Exit Taxiways are planned for Runway 16/34.

Section 6.3.4 (Runway 09/27): Proposed two extensions to the western and eastern ends of the existing Runway 09/27. In addition a concurrent development will establish a new Rapid Exit Taxiway Echo 1 to reduce runway occupancy time and improve aircraft efficiency.

Section 6.3.5 (Taxiways): Development of additional parallel apron perimeter taxiways to provide a dual taxiway system in each direction around the Terminal Precinct. The development of Taxiway Zulu (east-west) and the completion of Taxiway Victor (north-south) by 2018 will facilitate efficient aircraft movement around the existing terminal apron precinct.

Section 6.3.7 (Enhanced Capacity): The collective effect of these taxiway and runway enhancements will extend the life of the existing two runway airfield.

Section 6.3.14 (Northern Precinct): Facilitate the expansion of T2 to support international traffic growth through the 20-year Master Plan horizon through the development of Taxiway Zulu and realigning Taxiway Echo.

It is considered that the works associated with the Project will be consistent with the Airside Development Plan and the Master Plan 2013.

4.3.2 Melbourne Airport Master Plan (2018)

The Master Plan 2013 was approved by the Minister for Infrastructure and Regional Development (now the Minister for Infrastructure, Transport and Regional Development) on 18 December 2013. Melbourne Airport is required to develop a Master Plan every five years in accordance with the Airports Act 1996. The Melbourne Airport Master Plan 2018 was approved by the Minister for Infrastructure, Transport and Regional Development in February 2019.

4.3.3 Melbourne Airport Environment Strategy (2013)

Environmental management at Melbourne Airport is carried out in accordance with Melbourne Airport’s approved Environment Strategy. The current Environment Strategy was approved on 18 December 2013 as part of the Master Plan 2013. The approved Environment Strategy highlights areas within the Melbourne Airport precinct which are considered to have environmental significance status and have been designated as conservation and recreation areas. The proposed projects are situated within the Airside Area of the Ultimate Airport Environmental Plan.

Melbourne Airport’s Environmental Policy provides the guidelines for the environmental management of the airport (refer Appendix J). The policy forms the basis for the principles that promote

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environmental sustainability at the airport and maximises efficiency of the environmental systems. The policy provided the basis for which objectives, targets and environmental action plans were developed in the Environment Strategy.

Melbourne Airport has an Environmental Management System in place and is certified to the International Standard ISO 14001 (which outlines the criteria for an environmental management system).

In response to the further information requested by the DoEE (following the EPBC referral submitted 6 December 2016), a report was prepared by Biosis titled ‘Taxiway Zulu and Northern Compound Project Melbourne Airport, Victoria: Additional Information for assessment by Preliminary Documentation (EPBC 2016/7837)’. This report concluded that the Project area contains native vegetation (NTGVVP ecological community) as defined under the EPBC Act. In addition, the Project area is located upstream and adjacent to waterways supporting important breeding populations of the EPBC Act listed Growling Gross Frog, Litoria rainiformis, including Moonee Ponds Creek to the east and Deep Creek to the west. Offsets are proposed in accordance with the requirements of the EPBC Act Environmental Offsets Policy (Commonwealth of Australia 2012).

Whilst the Projects seek the removal of native vegetation listed under the EPBC Act, appropriate mitigation measures are proposed to be implemented to avoid residual indirect impacts to the environment as a whole and impacts to the Growling Grass Frog.

Refer to Section 5.2 of this MDP for an assessment of Environmental Impacts associated with the Project.

4.4 Planning Policy

Planning requirements for the Melbourne Airport site (Commonwealth land) are administered under the Airports Act 1996, and therefore the State and local planning provisions under the Victorian Planning and Environment Act 1987 are not directly applicable to land use and development of the Melbourne Airport site.

The Airports Act 1996 requires Master Plans to, where possible, be consistent with the State and local planning policies relevant to 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 considered the Victorian State Planning Policy Framework and the zones, overlays and other planning provisions contained in the Victoria Planning Provisions (VPP).

4.4.1 Planning Policy Framework

The Planning Policy Framework (PPF) contains a number of provisions which are relevant to airport planning and to this MDP. It is noted Amendment VC148 was gazetted 31 July 2018, which introduced changes to the VPP. The changes implemented as a result of Amendment VC148 are detailed below.

Clause 11.01-1R2 (Green Wedges) seeks to ‘protect the green wedges of Metropolitan Melbourne from inappropriate development.’ This objective is sought to be achieved by seeking to ‘plan and protect major state infrastructure and resource assets that serve the wider Victorian community, such as airports and ports with their associated access corridors, water supply dams and water catchments and waste management and recycling facilities.’

The Melbourne Airport is located adjacent to green wedge areas; however, the proposed works will be contained entirely within the Commonwealth Area boundaries of the Airport and will not impact adjoining green wedge conservation areas.

Clause 12.01-1S (Protection of Biodiversity) seeks to ‘assist the protection and conservation of Victoria’s biodiversity.’ Further, Clause 12.01-2S (Native vegetation management) seeks to ‘ensure that there is no net loss to biodiversity as a result of the removal, destruction or lopping of native vegetation.’

The proposed works require the removal of NTGVVP community. The extent of vegetation removal has been reduced as a result of a request for further information from the DoEE in 2017. Significant funds will be spent to protect and manage areas of NTGVVP in Western Victoria in order to offset the

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removal of vegetation as part of the Project. Approval under the EPBC Act for the removal of this vegetation has been obtained from DoEE in 218.

Clause 13.05 (Noise) seeks to assist the control of noise effects on sensitive land uses. Strategies relevant include the use of a range of building design, urban design and land use separation techniques ‘to ensure that development is not prejudiced and community amenity is not reduced by noise emissions’.

Clause 13.06 (Air) seeks to ‘assist the protection and improvement of air quality’. Strategies relevant to the proposal include ensuring, wherever possible, ‘that there is suitable separation between land uses that reduce amenity and sensitive land uses’.

The proposed works within the Northern Precinct will be contained entirely within the Commonwealth land boundaries. Furthermore, the Airport Precinct is surrounded by non-sensitive business uses or green wedge areas which provide appropriate separation to any sensitive uses.

Clause 18.04-1S (Planning for airports and airfields) seeks ‘to strengthen the role of Victoria’s airports and airfields within the state’s economic and transport infrastructure, facilitate their siting and expansion and protect their ongoing operation’. Strategies of relevance to the Project include:

‘Protect airports from incompatible land uses.’

‘Ensure that in the planning of airports, land use decisions are integrated, appropriate land use buffers are in place and provision is made for associated businesses that service airports.’

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

Clause 18.04-1R (Melbourne Airport) includes the following strategies for achieving the overarching objective of Clause 18.04-1S:

‘Protect the curfew-free status of Melbourne Airport and ensure any new use or development does not prejudice its operation.

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

The proposal is consistent with the objectives and strategies of Clause 18.04 of the PPF as the proposed works for Taxiway Zulu, Taxiway Echo, and the NAR are necessary to maintain safe and efficient levels of movement within the Northern Precinct of Melbourne Airport. Improving the safety and efficiency of the taxiways will ensure that the ongoing operation of Melbourne Airport is protected and the State’s key economic and transport infrastructure is maintained. Further, the construction of a new northern access point achieves will provide direct private access to the construction area which ensures vehicle flow along Sunbury Road is not impacted. The construction only access road will be integrated with the existing infrastructure network via the roundabout at the Sunbury Road and Oaklands Road intersection.

4.4.2 Metropolitan Planning

Plan Melbourne 2017-2050 is the metropolitan planning strategy for Melbourne. Plan Melbourne identifies Melbourne Airport within the Northern Subregion of Melbourne. As identified in Figure 4 of the Plan (Projected employment growth, metropolitan Melbourne, 2015-2031), key industries for the northern region include healthcare, social assistance, retail trade, manufacturing and education and training.

Plan Melbourne 2017-2050 identifies Melbourne Airport as a Transport Gateway and major economic gateway, acting as an employment anchor within the northern region of the city. The purpose of a Transport Gateway is:

‘To secure adequate gateway capacity for moving passengers and freight into and out of Victoria and support future employment and economic development 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.’

The proposed works at Melbourne Airport will include construction of a new taxiway, realignment and a slight extension to existing taxiways (Taxiway Echo and Taxiway Victor) as well as the creation of a

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northern access route. These works are necessary to ensure the capacity for moving passengers and freight is maintained and the ongoing operations are supported. The northern access road will ensure direct access is provided to the works area whereby proposed and future development may be undertaken in a timely manner with fewer delays.

The necessity for the works also supports Policy 1.1.5, which seeks to ‘support major transport gateways as important locations for employment and economic activity’ of Plan Melbourne. The Plan identifies that ‘Melbourne Airport is Victoria’s primary gateway for air passengers and air-freight exporters. It handles around 30 million passengers a year and accounts for almost a third of Australia’s air freight. Melbourne Airport is directly responsible for 14,300 jobs—an employment figure that is expected to grow to 23,000 by 2033’. Although the proposed Northern Precinct Program of taxiway works does not significantly increase the capacity of the Airport to handle aircraft movements, it will maintain safe and efficient movement for the existing levels of traffic.

Overall, the proposed taxiway works and private northern access road are considered to be consistent with the intent of future economic growth fostered by transport gateways as envisaged by Plan Melbourne. The proposed taxiway works will allow for future terminal expansion and efficiency of current operations. These improvements also contribute to Melbourne Airport’s role in being a key source of movement for Australia’s air freight.

4.4.3 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 Project fits within the planning schemes for commercial and retail development in the adjacent area.

The City of Hume’s Local Planning Policy Framework (LPPF) contained within the Hume Planning Scheme (the Planning Scheme) notes the direct economic benefits the airport has for the municipality and State, which are included below.

The Municipal Strategic Statement (MSS) at Clause 21 of the Planning Scheme recognises the important role that Melbourne Airport plays in the State’s economy and its ability in making Melbourne accessible to global markets. Specifically, Clause 21.01-1 identifies that Melbourne Airport is a designated Transport Gateway, and is one of Victoria’s key strategic assets and economic drivers. This has positioned Melbourne Airport to attract large strategic employment hubs within and around the precinct, particularly for manufacturing, transport and logistics which provide direct benefit to the economy of Hume.

Clause 21.06-1 (Economic Development) of the LPPF acknowledges that Melbourne Airport is an Activity Centre with important implications for the municipality, particularly through the function of a catalyst for several emerging employment areas around the airport. It is anticipated that future business and industry growth will continue at Melbourne Airport and within the municipality, which will benefit local residents. As a result, the Hume Council LPPF seeks to ensure that the relationship between Melbourne Airport and the city remains positive and that Melbourne Airport’s curfew-free operations are protected (Clause 21.03-4). The proposed taxiway works protect the operation of Melbourne Airport by upgrading existing infrastructure to enable future expansion of the terminal which in turn creates opportunity to boost economic activity. This directly supports Objective 1 of Clause 21.06 (Economic Development) as the works will facilitate economic growth and provide continued support of the operation of Melbourne Airport.

Clause 21.08 (Natural Environment and Environmental Risks) identifies that Hume’s ‘remnant vegetation is amongst the most endangered in Victoria’, which includes grasslands. To work towards protecting natural values within the Municipality, Clause 21.08-2 (Environmental Land Management) seeks ‘to improve the land health of the natural environment’. The proposed works require the removal of native grass which cannot be avoided. To compensate for this removal, offsets will be provided to ensure the ecological values of the natural environment can be improved in proximity of the site.

Overall, it is considered that the proposal appropriately implements the aforementioned local objectives of the Planning Scheme and will result in positive impacts on both Melbourne Airport and the local community. It is recognised that the economic benefits of the Airport extend to the adjoining municipalities of Brimbank, Melton and Moonee Valley.

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4.5 Australian Noise Exposure Forecast

The Airports Act 1996 requires a Master Plan to include an Australian Noise Exposure Forecast (ANEF) to determine likely noise exposure around the airport. ANEFs are the official forecasts of future noise exposure patterns around an airport and they constitute the contours on which land use planning authorities base their controls. The system was developed as a land use planning tool aimed at controlling encroachment on airports by noise-sensitive buildings.

The Master Plan 2013 contains the Airport’s Ultimate Capacity ANEF plan, which was endorsed by Airservices Australia on 3 May 2013. A description of the ANEF system and the associated land use compatibility advice for areas in the vicinity of airports is contained in Australian Standard AS2021-2015, ‘Acoustics – Aircraft Noise Intrusion – Building Siting and Construction’.

In accordance with the ANEF plan enclosed in the Master Plan 2013, both NAR and Taxiway Zulu are located entirely within the airport boundary within ANEF contours 30, 35 and 40. Noise exposure outside the airport will not change as a result of the Project as works are entirely consistent with current operations in the Project area. Further, relevant mitigation measures for the Project will be detailed in the contractors CEMP for Taxiway Zulu and NAR, and prepared by the relevant contractor prior to construction.

4.6 National Airports Safeguarding Framework

The National Airports Safeguarding Advisory Group (NASAG) developed the National Airports Safeguarding Framework (NASF), which has been agreed to by the States and Territories of Australia. NASF is a national land use planning framework that aims to:

Improve community amenity by minimising aircraft noise-sensitive developments near airports including through the use of additional noise metrics and improved noise-disclosure mechanisms

Improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning through guidelines being adopted by jurisdictions on various safety-related issues.

The NASF seeks to enhance the current and future safety, viability and growth of aviation operations at Australian airports and provide guidance on planning requirements for development that affects aviation operations. In Victoria, the requirements of NASF have been given effect through its inclusion as a policy guideline in Clause 18.04 of the PPF (refer section 4.4.1 of this report).

Melbourne Airport has extensive policies and procedures in place to ensure that on-airport development addresses all of the NASF requirements. In addition, the Master Plan 2013 outlines the development approval process which must be followed at Melbourne Airport, which includes a three step approval process:

Planning and Design Approval or MDP approval (Melbourne Airport has a set of Planning and Design Guidelines for on-airport developments that must be considered and addressed to obtain Planning and Design Approval. The guidelines require proponents to consider matters such as building heights, acoustic treatments, safety and security, use of non-reflective materials, illumination levels, landscaping, signage and environment.

Building Activity Consent

Building Permit from the ABC in consultation with the AEO

There is also a Contractors Guide to Working at Melbourne Airport.

The Project is consistent with the NASF Guidelines. A summary of the current NASF guidelines and draft guidelines and an assessment of compliance/consistency of the MDP against the requirements is provided in Table 1 (below).

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Table 1 Response to NASF Guidelines

NASF Guidelines Comment / Response

Guideline A: Measures for Managing Impacts of Aircraft Noise

Guideline A acknowledges that inappropriate development around airports can result in unnecessary constraints on airport operations and negative impacts on community amenity. Guideline A provides guidance on the use of a complementary suite of noise metrics, including the ANEF system and frequency-based noise metrics to inform strategic planning and provide communities with comprehensive and understandable information about aircraft noise.

Noise exposure outside the airport will not change as a result of the Project as works are entirely consistent with current operations in the Project area. Further, relevant mitigation measures for the Project will be detailed in the CEMP for Taxiway Zulu and NAR prior to construction.

Guideline B: Managing the risk of building generated windshear and turbulence at airports

Guideline B identifies the negative impacts that building-induced windshear can have on aviation operations in cases where structures are situated close to airport runways. The current Guideline B developed in 2011 was updated in 2018 to reflect current world’s best practice and available science, and to encourage the use of existing assessment technologies and methodologies. Measures for managing the risk of building generated windshear and turbulence is generally associated with building works.

The Project falls within the windshear envelopes for Melbourne Airport (i.e. the envelope around the runways within which buildings should be assessed). The proposed security office will be located within 1200m (perpendicular) to the runway centreline of Runway 16/34. Other single storey temporary buildings for the construction phase (i.e. offices) will be required. The 1:35 rule can be applied to rule out buildings that will clearly not pose a windshear risk. Given the limited height of the proposed permanent and temporary structures together with the distance from the actual runway centreline, the 1:35 rule should be met.

Guideline C: The risk of wildlife strikes in the vicinity of airports

Guideline C seeks to manage wildlife strikes, avoid major damage to aircraft and protect aircraft safety. Guideline C provides advice to help protect against wildlife hazards originating around airports and guidance to facilitate appropriate land use planning decisions in the vicinity of airports. The Guideline identifies land uses that have the potential to increase wildlife strike potential and provides guidance on buffer zones within which certain activities around airports should be controlled. The Project does not include the introduction of new landscaping and will therefore not increase the risk of wildlife strikes.

Guideline D: The risk of wind turbine farms as physical obstacles to air navigation

Guideline D addresses risks associated with Wind Turbines and low flying aviation operations. This guideline is not applicable to the Project.

Guideline E: The risk of distractions to pilots from lighting in the vicinity of airports

Guideline E acknowledges the importance of aeronautical ground lights during inclement weather and outside daylight hours. Guideline E therefore provides advice on the risks of lighting distractions to ensure that they are minimised or avoided. All external lighting will be designed and baffled to comply with the relevant standards and will be designed to not emit upward waste light. Lighting associated with the Taxiway Zulu Program will be limited to taxiway lighting and MAGS to the requirements of CASA Manual of Standards 139.

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NASF Guidelines Comment / Response

Guideline F: The risk of intrusions into the protected operational airspace of airports

Guideline F provides advice for planners and decision makers about working within and around protected airspace, including OLS and PANS-OPS intrusions, and how these can be better integrated into local planning processes to protect aircraft from obstacles or activities that could be a threat to safety.

All construction works associated with the Project will be assessed for potential airspace impacts in consultation with Airservices Australia and CASA. This will primarily occur through the detailed design, construction planning and secondary approvals stages of the project. The only structures to be erected as part of this proposal are the single-storey security office and LED light posts for street lighting, the latter of which will have a maximum height of 7.0 metres. The Project is therefore not anticipated to have a structural impact on Melbourne Airport’s OLS. Refer also to Section 4.1.3 of this MDP.

Guideline G: Protection of communications, navigation and surveillance infrastructure

Guideline G provides land use planning guidance to better protect CNS facilities that support the systems and processes in place by Airservices Australia, the Department of Defence or other agencies under contract with the Commonwealth Government to safely manage the flow of aircraft into, out of and across Australian airspace.

Airservices Australia will be consulted with regard to any impact on the performance of Precision/Non-Precision Navigational Aids, High Frequency/Very High Frequency (HF/VHF) Communications, Advanced-Surface Movement Guidance and Control Systems ( A-SMGCS), Radar, Precision Runway Monitor (PRM), Automatic Dependent Surveillance Broadcast (ADS-B), WAM or Satellite/Links to ensure that works will not affect any sector or circling altitude, nor any instrument approach or departure procedure at Melbourne Airport. The Project is not anticipated to penetrate either existing or future PANS-OPS surfaces. Refer also to Section 4.1.3 of this MDP.

Guideline H: Protecting Strategically Important Helicopter Landing Sites

Guideline H provides guidance to State/Territory and local government decision makers as well as the owners/operators of identified strategically important Helicopter Landing Site (HLS). The land use impacts of this guideline are not considered applicable for this MDP.

Draft Guideline – Managing the Risk in Public Safety Zones at the End of Runways

In October 2017, the Commonwealth undertook a targeted consultation process with relevant industries in relation to the introduction of a draft new NASF guideline to manage the risk in public safety zones (PSZ) at the end of runways. A PSZ is a designated area of land at the end of an airport runway within which development may be restricted in order to control the number of people on the ground at risk of injury in the event of an aircraft accident on take-off or landing. The boundaries of a PSZ are typically determined through referencing levels of statistical chance of an accident occurring at a particular location.

If implemented, the purpose of this draft guideline would be to guide decision makers on the assessment and treatment of potential increases in risk to public safety that could result from an aircraft incident or development proposal in areas near the end of an airport runway.

The Project will not impact on any proposed PSZ, with all works occurring within the Airport boundary.

ASSE

SSM

ENT

OF

IMPA

CTS

05

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5.0 Assessment of Impacts

5.1 Overview

This section provides an assessment of the potential impacts of the project during the construction and operational phases of the development. The following specialist investigations have informed this assessment.

Taxiway Zulu and Northern Compound Project Melbourne Airport, Victoria: Additional Information for Assessment by Preliminary Documentation (EPBC 2016/7837) (11 July 2017), prepared by Biosis Pty Ltd (Biosis), Appendix E.

Cultural Heritage Due Diligence Assessment (6 August 2014), prepared by Biosis, Appendix F.

Phase 1 Site Assessment (June 2014), prepared by APAM/ DIRD, Appendix G

Melbourne Airport Taxiway Zulu and Northern Compound: Biodiversity Assessment (5 December 2016), prepared by Biosis, Appendix I.

Environmental Site Assessment (3 August 2018), prepared by Jacobs, Appendix L.

Traffic Impact Assessment (25 June 2014) prepared by AECOM, Appendix M

The assessment below is categorised by potential environmental impacts (Section 5.2) and mitigation measures particularly of relevance to the construction period of the projects (Section 5.3). It should be read in conjunction with Section 4.0 (Statutory and Policy Compliance) of this MDP.

5.2 Environmental Impacts

5.2.1 Contamination

An on-site preliminary soil investigation was undertaken by Jacobs in 2017, which identified per- and polyfluorinated alkyl substances (PFAS) contamination as the key contaminant of concern for the Melbourne Airport site. In addition, an Environmental Site Assessment was undertaken by Jacobs, dated 3 August 2018, for further soil sampling and analysis of the Taxiway Zulu Program and NAR Project (refer Appendix L).

The Environmental Site Assessment concluded the key contaminant of concern requiring management is PFAS, of which PFAS concentrations are more prevalent and at a greater depth along the NAR. Furthermore, the assessment recognises the risk to human health of exposure to the identified contaminants is considered to be low with the implementation of the CEMP to reduce the risk of exposure likelihood. The assessment states that further sampling is required to better understand the distribution of the contaminant and the risk to off-site receptors within Moonee Ponds Creek.

In accordance with the Phase 1 Site Assessment for the Taxiway Zulu Project, dated 12 June 2014 (refer Appendix G), contamination also occurs within the Project area over land known as ‘Billy’s Bunker’, as a result of historical use as a training ground for emergency response (refer Figure 4). Within this area there is known to be general waste, prescribed industrial waste and unidentified stockpiles of material.

Melbourne Airport has committed to removing unidentified stockpiles and other unknown waste from the Billy’s Bunker area in conjunction with the Project. Testing of this material will be conducted in order to inform appropriate management and disposal options.

A PFAS Environmental Management Plan (PFAS EMP) and CEMP will be developed to guide the management of the contamination identified within the Project area.

The PFAS EMP and the CEMP will be developed for assessing and managing contamination of soil and water by PFAS. This PFAS EMP and the CEMP will be consistent with the National Environment Protection (Assessment of Site Contamination) Measure 1999 (ASC NEPM), the PFAS National Environmental Management Plan and the National Water Quality Management Strategy, including the Australian and New Zealand Guidelines for Fresh and Marine Water Quality. The PFAS EMP and the CEMP will be finalised and approved before site works commence.

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Figure 4 Billy’s Bunker (Contaminated Land)

5.2.2 Flora and Fauna

On 6 December 2016, the proposed action for the development of taxiways, taxi lanes and aprons, and to construct the NAR and construction site compound was referred to the DoEE. On 9 February 2017, DoEE declared that the proposed action was deemed a ‘controlled action’ likely to have a significant impact and subsequently, required approval subject to further assessment and approval processes.

It was identified that the Project area contains native vegetation that corresponds to the EPBC Act listed NTGVVP ecological community. In addition, the Project area is located upstream and adjacent to waterways supporting important breeding populations of the EPBC Act listed Growling Grass Frog Litoria Raniformis, including Moonee Ponds Creek to the east and Deep Creek to the west.

A biodiversity assessment was undertaken in 2014 to inform the planning and design of the proposed action however, since then the Project area has undergone a series of revisions and design iterations to avoid and minimise impacts of matters protected under the EPBC Act.

A report prepared by Biosis in 2017, titled ‘Additional Information for Assessment by Preliminary Documentation (EPBC 2016/7837)’ (refer Appendix E) provided the preliminary documentation required by DoEE to assess the Taxiway Zulu and NAR as a ‘controlled action’ in accordance with the EPBC Act. Approval with conditions was received on 9 January 2018 (EPBC2016/7837) (refer Appendix D).

In providing a response to the request for further information issued by DoEE, the following eight components were addressed:

Description of the proposed action;

Description of the environment and matters of national environmental significance;

Relevant impacts;

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Proposed avoidance and mitigation measures;

Residual impacts and proposed offsets;

Other approvals and conditions;

Social and economic impacts; and

Environmental record of person proposing to take the action.

The assessment method included consideration of all relevant existing information comprising assessment reports, recovery plans, conservation advice and EPBC Act policy documents, and site assessments. The report acknowledged the Project area has undergone significant historical disturbance due to the development of existing airport infrastructure.

The Project area supports 18.913 hectares of NTGVVP, of which was found to be in a ‘relatively uniform’ condition. It is recognised grassy vegetation within the Project area, including patches of NTGVVP, are mown frequently as part of airside airport operations. Furthermore, due to the history of past earthworks for development and modification of the airside land, it is considered unlikely that any of the native vegetation within the proposed action area is remnant. The report considers that majority of native grassland in the Project area is the result of recolonization and that it is adventive or secondary grassland. Despite this, grassland patches within the proposed action area meet the definition of native vegetation and accord to NTGVVP. For this reason, impacts to NTGVVP have been avoided or minimised where possible, and residual impacts will be offset in accordance with the EPBC Act Environmental Offsets Policy.

Previous assessments and surveys regarding Growling Grass Frogs and their habitat have been undertaken and confirmed their presence within and adjacent to the broader Melbourne Airport site. Breeding populations are present in Moonee Ponds Creek (approximately 160 metres east of the Project area), Arundel Creek (approximately 1.45 kilometres south of the Project area) and Maribyrnong River (approximately 1.5 kilometres southwest of the original proposed stockpile area).

The report states the Project area ‘does not contain any Growling Grass Frog habitat, therefore the proposed action will not directly affect the species or its habitat’. Despite the Project area’s location within close proximity to Moonee Ponds Creek to the east, it is recognised that as a result of the disturbance history, intensive management and existing infrastructure between the Project area and the Growling Grass Frogs population, the species would unlikely utilise the Project area for foraging, over-wintering or dispersal. Furthermore, the Tullamarine Freeway and airport security fencing is recognised to be a deterrent to species movement. There are limited opportunities for foraging opportunities given the Project area is frequently mown as art of the management of operational airside land.

Given the Project area is highly modified and the current land use, the report states whilst some species may use the Project area occasionally; none are likely to do so regularly.

Since the abovementioned reports were prepared and approval received (9 January 2018 -EPBC2016/7837), Phase 1 (Taxiway Victor North) of the Taxiway Zulu Program has undergone design revisions. The proposed revision of Phase 1 includes an extension of the taxiway beyond the previously defined Project Area (as depicted within the documents approved under the EPBC Act approval (EPBC 2016/7837)).

Biosis completed a review of the proposed extension area and any implications under the existing EPBC Act approval. In a letter dated 17 May 2018, Biosis stated (refer Appendix E) that ‘there will be no new or increased impact to MNES as a result of the expanded study area, and therefore there is no requirement to submit the proposed changes to the Minister for approval’.

Therefore the DoEE approval (with conditions) received on 9 January 2018 (EPBC2016/7837) (refer Appendix D) remains valid. The Project comprises a ‘major development’ under Section 89(m) ‘a development of a kind that is likely to have significant environmental or ecological impact’. The EPBC Act approval provides adequate mitigation for the identified ‘controlled action’. The plans approved by the Minister will be updated to reflect the proposed expansion of the project area in accordance with Condition 10 of the approval EPBC2016/7837.

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5.2.3 Traffic

A Traffic Impact Assessment (TIA) was prepared by AECOM in 2014 to ascertain what impact the proposed Northern Precinct Program would have on Melbourne Airport and the immediate locality (refer Appendix M). The findings of the assessment have informed this section of the MDP.

Traffic impacts associated with the Project relate primarily to vehicle movements associated with the construction of the Taxiway Zulu Program and future projects in the Northern Precinct. The construction of the Project is estimated to provide employment to approximately 120 to 160 persons through its construction over an approximate five year period. It is predicted construction staff travelling to and from work would arrive between the hours of 6.30am to 8.00am and depart the site between 5.00pm to 6.00pm.

Based on the project area location, the majority of vehicles will enter and exit the site from the Sunbury Road and Oaklands Road, with car parking facilities for 175 vehicles. Subsequently, it is estimated that there would be a total of 420 two-way vehicle movements per day (includes 20 per cent uplift / increase).

Three access options were considered for the construction site compound:

Option 1: Existing Sunbury Road / Gate 2 Priority Access Intersection;

Option 2: Proposed Sunbury Road / Oaklands Road / Proposed Site Access Roundabout;

Option 3: Proposed Sunbury Road / Gate 2 Access Roundabout.

The three options were assessed against a number of elements including design criteria, land acquisition, crash analysis, accessibility, and intersection capacity analysis and mitigation measures. Based on the criteria, it was found Options 2 and 3 could provide construction traffic access to the construction site compound.

Subsequently, Melbourne Airport liaised with VicRoads on the Project access options and it was recommended that Option 2 be the preferred option. Option 2 comprises the addition of a fourth ‘leg’ to the existing Sunbury Road and Oaklands Road roundabout, and the construction of an access route extending along the inner eastern boundary of Melbourne Airport. This route will operate as a temporary construction-only access into and out of the airport. It is acknowledged this access route will be utilised during the construction of projects in the Northern Precinct and subsequently, vehicle movements will vary depending on construction schedules and the timeline of various projects. In general, when construction is not occurring there will be no impact to existing traffic conditions.

At the end of 2017, APAM provided VicRoads with construction drawings for review and comment. All comments provided by VicRoads were addressed to VicRoads’ satisfaction. In August 2018, the latest publically accessible VicRoads data was reviewed. The 2014 TIA report included future year testing for 2019 and 2024 (based on an assumed volume increase of 2% p.a.). VicRoads’ publicly available data estimates a decrease on Sunbury Road between 2014 and 2017 and an increase of 4.5% on Oaklands Road between 2014 and 2017. A 4.5% increase over the three year period equates to less than 1.5% per annum, below the 2% p.a. (or 6% from 2014 – 2017) assumed in the TIA. Therefore, the assumptions outlined in the 2014 TIA may be considered conservative and the findings remain valid on the basis of construction being complete by 2024.

It is noted that the Northern Precinct Program preliminary traffic assessment was conducted prior to the development of the Runway Development Program (RDP) Project for which an MDP is currently under preparation. Therefore, the construction impacts of the RDP Project were not considered within the traffic and options assessment and subsequently a detailed explanation of the cumulative traffic impacts of Taxiway Zulu / NAR and the RDP has not been undertaken.

In 2016, the RDP Project was referred to DoEE under the EPBC Act (reference number: 2016/7837) with the Commonwealth determining that the action is controlled and would be assessed on the basis of the preliminary documentation submitted as part of the referral. The referral identified the generation of additional construction traffic through access to Sunbury Road via Oaklands Road as one of the project impacts.

APAM has undertaken a Traffic Impact Assessment and consulted with VicRoads and TfV about the RDP access arrangements through the provision of a draft Surface Transport MDP Chapter.

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Stakeholders will have an opportunity to formally comment on the RDP MDP when it is publicly exhibited, with public exhibition expected to commence in December 2018.

Melbourne Airport has a comprehensive approach in place to minimise the environmental impacts of projects. Given the proximity of the Taxiway Zulu centre section to the RDP and the overlap of construction periods, Melbourne Airport will ensure:

The RDP CEMP takes into account the potential impacts of the construction of Taxiway Zulu; and

The RDP Construction Traffic Management Plan takes into consideration the cumulative impacts of construction traffic on Sunbury Road.

Any cumulative impacts which require the upgraded road network to change as a result of any impacts by the RDP will be agreed with VicRoads prior to construction of the RDP.

5.2.4 Cultural Heritage

As the Project area is located entirely within Commonwealth land, Victorian heritage legislation does not apply however, the requirements of the Victorian Heritage Act 1995 have been considered. A Cultural Heritage Due Diligence Assessment (the Assessment) was undertaken by Biosis, dated 6 August 2014 (refer Appendix F) for the Taxiway Zulu Program and NAR.

The Assessment identified no Aboriginal or historic cultural heritage within the study area, and accordingly a Cultural Heritage Management Plan or a historic heritage investigation is not required. Within 500 metres of the study area, a total of 41 Aboriginal places and two historic places were identified, however these will not be impacted by the Project.

In addition, the Assessment conducted a review of the historic cultural heritage of the Project area to identify any historical archaeological and cultural heritage sites or places. No historical sites or places were identified during the site inspection and it was recognised this has been attributed to the land use history of the Project area. Subsequently, there is ‘very low’ potential that in situ cultural heritage remains within the Project area and for the same reason, the Project area has also been assessed as having ‘very low’ archaeological potential.

The report advised that given the disturbances caused by past land use activities, the trigger for ongoing assessment in regards to Aboriginal or historic heritage values have been removed. If a suspected cultural or European heritage site is discovered during work on site, construction staff will cease work immediately in the vicinity of the discovery and notify the Project Manager or the Superintendent.

5.2.5 Stormwater

In accordance with the Master Plan 2013, Melbourne Airport seeks to implement water sensitive urban design (WSUD) across the entire airport site. Specifically, stormwater harvesting for new projects and project upgrades, implementation of resultant water supply for activities such as landscape management, and to support bushfires and wildfire control.

An Integrated Water Plan is currently being prepared by Melbourne Airport, which seeks to:

Assess the impacts of terminal and aviation developments up to 2038 on Melbourne Airport’s water infrastructure and interface to adjacent waterways.

Understand the operational impacts of extreme weather events by undertaking a flood modelling assessment.

The outcomes of this plan will be finalised late 2018. The work undertaken to date suggests the adoption of treatment trains to mitigate water quality impacts.

Whilst there is limited scope within the Project to incorporate WSUD measures, the new pavement materials will enable sub-soil pavement drainage for the paved area totalling approximately 243,000 square metres.

Melbourne Airport anticipates that sub-soil pavement drainage will be installed prior to formation of the structural pavement layers in order to remove water beneath the pavement layers, whereby minimising hydraulic loading. This will be achieved by excavating localised trenches (approximately 500 millimetres wide) into which perforated plastic drain pipe (approximately 250 millimetres wide) is laid in

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runs. These drains will feed into a collection node from where sub-soil groundwater is directed into the existing stormwater network for discharge at existing locations via plastic pipes.

Melbourne Airport undertakes water quality monitoring at three designated locations around the airport. The Project will be required to meet the stormwater quality standards outlined as part of the Melbourne Airport Environment Strategy (2013).

The Integrated Water Plan will address surface water management during operation and include an assessment of the stormwater management commitments for the Project. The development of this plan is referenced in the draft Melbourne Airport Master Plan 2018. The management of runoff during construction will be addressed by the CEMP to be provided at a later date.

5.2.6 Noise

In accordance with Section 91(e) of the Airports Act 1996, a MDP is required to identify whether the Project will affect noise exposure levels at the airport.

The Project is not anticipated to have any impact on the noise exposure levels at Melbourne Airport, as discussed further in Section 4.5. Noise exposure within and outside the airport will not change as a result of the Project as works are entirely consistent with current operations in the Project area. The Project seeks to enhance the existing aircraft infrastructure and subsequently, will not directly impact noise levels (with the exception of noise generated during the construction period).

In addition, the nearest residential area is located approximately two kilometres to the east of the Project area and subsequently, the substantial separation distance will further reduce any potential for detrimental noise impacts. The impact of noise is likely to be negligible compared to the operational noise associated with aircraft and local traffic movements.

5.2.7 Air Quality

Air emissions within the Melbourne Airport site are regulated by the Airports Act 1996 and the Airports (Environmental Protection) Regulations 1997. Results from air monitoring undertaken by Melbourne Airport from 1997 to 2001 demonstrated compliance with ambient air quality limits for all pollutants monitored. Melbourne Airport is currently undertaking a five-year ambient air quality monitoring program. Criteria pollutants are being measured, including Carbon Monoxide, Nitrogen Dioxide, Ozone, Particles and Sulfur Dioxide. This program will provide Melbourne Airport with a sound understanding of ambient air quality at the Airport and assist to further understand the impact of operations on air quality. It will enable Melbourne Airport to monitor compliance with Commonwealth legislation and establish background air quality levels at the airport. The monitoring program commenced in December 2013.

Air quality (dust and criteria pollutants) management procedures are addressed via the Project CEMP and the Operational Environment Management Plan (OEMP). This will include, but not be limited to, the consideration of dust and vehicle emissions, such as truck exhaust emissions. Risk controls will be devised as part of the CEMP and OEMP. Criteria pollutants will be measured as part of the air monitoring program.

The Project will not emit any smoke, dust or other particulate matter, steam or gas into the prescribed airspace or constitute controlled activities in accordance with Section 182 of the Airports Act 1996.

5.2.8 Waste Management

The operation of Melbourne Airport produces a wide assortment of waste. The management of these materials on site has regard for the following waste management hierarchy:

Waste avoidance

Waste re-use

Waste recycling

Energy recovery from waste

Waste disposal.

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The Project will not result in a substantial increase in the volume of waste generated at Melbourne Airport due to the nature of the Project. In order to reduce the amount of waste going to landfill, Melbourne Airport has implemented a public place recycling programme into its terminals and has introduced the reuse and recycling of construction waste materials, which will be adopted in the construction and operation of the Project (where applicable).

5.3 Construction Impacts

5.3.1 Air Quality

Potential impacts to air quality during the construction process are primarily related to dust emissions and odour generation during construction works. There are no sensitive receptors such as residential properties in the immediate vicinity of the Project area and subsequently, the impacts are likely to be minor. However, any impacts on air quality need to be managed to avoid disruption or nuisance to surrounding areas and activities, specifically the proximity to aircraft operations. Measures to avoid and mitigate dust and air pollution during the construction phase will include:

5.3.1.1 Odour Generation

Conduct regular inspections of the plant and equipment.

Defective machinery which creates significant odour or emissions will be decommissioned and removed.

Hazardous materials will be stored in ventilated and bunded containers.

5.3.1.2 Dust Emissions

Water carts and furphy’s will be used during earthworks and stockpiling.

Haulage and plant movement will be restricted.

Excavated soil material to be removed by tandem trucks and stored in the designated stockpile location.

Stockpiles will be covered with plastic at the end of each day.

Construction activities will be allocated in accordance with daily weather conditions.

The effects from dust and odour are considered to be minor in nature and can be managed through appropriate mitigation measures.

These measures will be detailed in the contractors CEMP to be provided at a later date. It is noted the proposed location of the soil stockpiling site has since been relocated, and will be addressed in the revised PFAS Management Plan.

5.3.2 Sediment, Erosion, Control and Contamination

Construction works will unavoidably generate sediment which has the potential to enter local waterways and stormwater systems during rainfall and storm events. In addition, there is also potential for contaminant runoff during the construction phase which could lead to the contamination of water systems and local habitat. Subsequently, measures to avoid and minimise the discharge of sediment and contaminants from the Project area will be employed during the construction phase and will be detailed in the Taxiway Zulu and NAR CEMP, and to be provided at a later date.

Some measures include:

Silt socks and sand bags will be used upstream to slow down stormwater and filter any turbid water;

Works undertaken adjacent to stormwater drains will be minimised where possible;

Disturbed areas will be stabilised as early as possible;

Street sweepers will be used on pavement areas to maintain a clean site and minimise sediment flowing into the drains;

All vehicles and trucks are to use rumble grids to exit the work areas (where required);and

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A street sweeper will be utilised in preference to a water cart for cleaning the construction zone and surrounding areas airside.

The processes and procedures for monitoring the erosion, sediment control measures and management of runoff during construction will be addressed in the PFAS EMP and the CEMP to be prepared the contractor prior to construction for Taxiway Zulu and NAR.

5.3.3 Vehicle Movement

Potential pollution of the stormwater system from vehicle movement to and from the site during construction phase will be managed via the proponent’s contractor through measures which will be outlined in the CEMP to be prepared by the contractor prior to construction for Taxiway Zulu and NAR. Measures include:

Utilisation of truck wheel-wash facilities to minimise mud being deposited on roadways;

Regular sweeping of road crossings when construction vehicles are travelling off-site;

All waste transported off-site for disposal will be adequately covered; and

Installation of shaker grid at entry/exit points, if required.

There will be an increase in both light and heavy vehicle movements to and from the construction site.

5.3.4 Aircraft and Passenger Safety During Construction

Works associated with the construction of Haul Road, the construction compound and airfield secure access gate (including a gatehouse and security screening facilities) will be undertaken in the Landside designated environment. Beyond the access gate, all remaining works are located within the Airside designated environment.

Within the Airside designated environment, strict Melbourne Airport and Federal Rules and Regulations apply. To ensure passenger and aircraft safety, all construction staff are required to comply a policies and regulations including (but not limited to):

Melbourne Airport and Federal Rules and Regulations;

State and Federal Health and Safety Law;

Melbourne Airport’s Environment Strategy and Policies;

Melbourne Airport’s Construction Conditions of Contract which include:

- General Constraints regarding site areas and movement to/from site;

- MOWPs which describe site restrictions and constraints to each identified stage;

- Working hours;

- Proximity to live aircraft network (runways, taxiways etc.) and the appropriate use of barriers and demarcation lighting;

- The use of Work Safety Officers to escort vehicles and monitor work site areas

- Drug and Alcohol Management Policy;

- Approval of Traffic Management Plans;

- Approval of Emergency Management Plans.

In addition, all construction staff will be inducted by their employers in order to obtain authorisation to access Airside and work on the construction site.

All operatives working Airside will be in possession of a valid Airport Security Identification Card (ASIC) or Visitors Identification Card (VIC).

All construction activity will also be conducted in strict accordance with approved Safe Working Method Statements produced by experienced and qualified contractors and regularly monitored by experienced and qualified construction management staff from Melbourne Airport, Contract Administrators (external consultants) and Construction Contractors.

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5.3.5 Noise and Vibration

Noise emissions and vibration during construction will predominately be from demolition, earthworks, building equipment (e.g. compressed air-driven tools), heavy vehicles working on site and the delivery of materials. There will be minimal impact on local residents during the construction phase given the location of sensitivity uses within the vicinity of the Project area.

In accordance with the Airports (Environment Protection) Regulations 1997, noise generated from construction activities should not exceed 75 decibels at the site of a sensitive receptor. This limit applies to works conducted both day and night.

There is no noise sensitive or vibration sensitive receptors located within close proximity of the Project area. Subsequently, the noise and vibration impacts generated from construction activities in this environment would be considered minor.

Measures include:

In the case of out of hours work, Airport personnel is required to inform nearby buildings when any noise or vibration activities are likely to result in disturbance.

In accordance with manufacturer’s recommendations, all equipment will be monitored to prevent excess noise.

Daily pre-start checks will be undertaken.

Any potential noise and vibration emissions associated with the Taxiway Zulu Program and NAR will be identified in the CEMP to be prepared prior to construction commencing.

5.3.6 Waste Management During Construction

Measures to reduce the volume of waste generated during the construction phase of the project will be outlined in the CEMP to be prepared for the Taxiway Zulu and NAR Program.

Some measures include (but not limited to):

Clean up any rubbish on site to detract wildlife.

Use bins with closable lids.

Waste storage areas are to be clearly marked.

Waste will be removed and taken to the appropriate facilities in accordance with EPA’s waste guidelines.

All Prescribed Waste will be removed in accordance with the Environment Protection (Prescribed Waste) Regulations 1998.

5.4 Flight Paths

In accordance with Section 91(1)(ea) of the Airports Act 1996, a MDP is required to address the potential effects that the development may have on the airport flight paths.

A key consideration in the planning of the Project was the impact on aircraft operations at Melbourne Airport. In particular, the location of the Project area versus the orientation of Melbourne Airport’s runways and the associated aircraft approach and departure paths must be considered.

The Project works will not impact on the operation of the established flight paths at Melbourne Airport. The program of works will provide critical and long term taxiway infrastructure in the Northern Precinct to facilitate and support the overall expansion and growth of terminal apron capacity and the proposed parallel runway system. The airside infrastructure works will have direct operational and safety benefits for civil aviation users with safer and more efficient ground aircraft movement.

5.5 Social and Economic Impacts

The Project will provide positive social and economic benefits within the State and local economies by maintaining airport operations.

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Melbourne Airport’s operations support over 14,300 direct jobs, providing almost 10,000 jobs to residents of the seven municipalities within 15 kilometres of Melbourne Airport. Within Hume, the airport directly supports more than one in six jobs, making it a major source of local employment. The Project will deliver a number of economic benefits including investment and local and wider employment generation both during construction and by providing direct operational and safety benefits to the workforce.

Melbourne Airport is the primary passenger airport in Victoria and has achieved the highest compound annual passenger growth rate of any major Australian airport since privatisation. Melbourne Airport is forecast to increase passenger numbers from the current 30 million passengers to at least 64.37 million by 2033. The improvements to airside infrastructure will enable Melbourne Airport to continue to provide high quality and comprehensive passenger services by improving the efficiency and safety of aircraft movements.

Melbourne Airport plays a vital role in connecting communities, people and markets. Local residents recognise the positive benefits the airports provide, including connecting Melbourne to other cities and numerous employment opportunities.

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6.0 Environmental Management

6.1 Environment Policy

Melbourne Airport has adopted an Environment Policy that requires proactive communication and interaction with business partners and other stakeholders to implement defined environmental management principles (refer Appendix J). In accordance with the Environment Policy, business partners and other stakeholders are required to comply with all applicable environmental laws, policies and procedures, and if possible exceed these requirements.

6.2 Melbourne Airport Environment Strategy (2013)

The Melbourne Airport Environment Strategy (2013) (the Strategy) sets out the processes and procedures for the management and auditing of environmental impacts. All developments and activities within the Melbourne Airport precinct must comply with and meet the requirements in accordance with the Strategy. The key objectives of the Strategy relevant to the Project are identified in Table 3 (below).

Table 2 Melbourne Airport Environment Strategy (2013) - Key objectives relevant to MDP

Strategy Key Objective

Environmental Management To maintain and continue to improve environmental management, monitoring, reporting and certifications

Ecologically Sustainable Design

Increase the adoption of ecologically sustainable development principles in developments

Energy and Climate Change To make a material reduction in energy consumption and operational greenhouse gas emissions to enable Melbourne Airport to progressively move towards carbon neutrality

Waste and Resource Management

Reduce waste disposed to landfill by Melbourne Airport managed facilities

Water Consumption To reduce potable water consumption across APAM managed areas

Surface and Groundwater Quality

Improve stormwater quality to achieve leading-edge standards

Biodiversity and Conservation Management

Conserve and actively manage biodiversity values at Melbourne Airport to improve the quality and condition of native vegetation and fauna habitats

Cultural Heritage To ensure indigenous and non-indigenous sites (historical) cultural heritage sites are protected at Melbourne Airport, in accordance with Commonwealth and State legislative requirements.

Land Management To undertake all reasonable and practical measures to ensure land is managed appropriately and contamination is avoided at Melbourne Airport

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6.3 Environmental Management Measures

The process and procedures for managing operational and construction related impacts at the Airport are set out under Melbourne Airport’s Environment Strategy (2013) contained within the approved Master Plan. This includes the preparation and implementation of a CEMP and OEMP.

6.3.1 Construction Environmental Management Plan

The purpose of a CEMP is to either eliminate or significantly reduce the impacts of construction on the environment to the satisfaction of Melbourne and the AEO. A CEMP for the Taxiway Zulu and NAR Program will be prepared at a later date.

Before construction commences, the development contractor(s) will be required to prepare and submit for endorsement by the Melbourne Airport Environment Team, a CEMP covering all aspects of the construction of the Project. This plan must include a monitoring, auditing and reporting system to be used throughout the duration of the Project.

Regular site audits will be carried out by Melbourne Airport Environment Team to ensure compliance with the approved CEMP. The Airport Environment Officer will also be involved in the site audits.

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7.0 Consultation and Approval Process

7.1 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 1996 for community consultation. General objectives for consultation with MDPs are to:

Engage and inform key stakeholders about projects;.

Achieve early identification of issues, develop appropriate management strategies and reduce the risk of project delay or project refusal;

Differentiate the Project from other infrastructure and planning projects being developed or proposed within the region;

Achieve high stakeholder satisfaction levels with the consultation process (e.g. providing timely and accurate information and ensuring the feedback process is accessible and inclusive); and

Maintain and enhance community and industry perceptions.

7.2 Consultation Strategy

In accordance with Melbourne Airport’s Consultation Strategy for the Project, the following actions have been undertaken in the preparation of the MDP. An Exposure Draft was not prepared; therefore the Preliminary Draft formed the initial version of the MDP.

It should be noted that prior to the preparation of the Preliminary Draft MDP, consultation was undertaken as part of the EPBC Act approval process. The EPBC Act documentation was on public exhibition from 1 August 2017 to 29 August 2017, with information available via Melbourne Airport’s website, an advertisement in local and regional newspapers and hard copies were available in Sunbury Library and at the offices of the DELWP in Melbourne. Melbourne Airport received no comments in response to this consultation.

7.2.1 Preliminary Draft MDP Phase

A range of key stakeholders were briefed on the Project as part of the Preliminary Draft MDP phase. Ongoing consultation occurred throughout the public exhibition of the Preliminary Draft MDP in accordance with Section 92(1A) of the Airports Act 1996. At the time of consultation, stakeholders included:

Commonwealth Government

- Department of Infrastructure, Regional Development and Cities (DoIRDC) – Airports Branch

- Department of Environment and Energy (DoEE)

- The Honourable Michael McCormack - Minister for Infrastructure, Transport and Regional Development

- The Honourable Josh Frydenberg - Minister for the Environment and Energy (now The Hon. Melissa Price – Minister for the Environment)

State Government

- Department of Environment, Land, Water and Planning (DELWP)

- VicRoads

- Visit Victoria

- Melbourne Water

- The Honourable Richard Wynne - Minister for Planning (now also Minister for Housing,

Minister for Multicultural Affairs)

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- The Honourable Jacinta Allan - Minister for Public Transport and Minister for Major Projects (now Minister for Transport Infrastructure)

- The Honourable Ben Carroll - Minister for Industry and Employment (now Minister for Crime

Prevention, Minister for Corrections, Minister for Youth Justice, Minister for Victim Support)

- The Honourable Luke Donnellan - Minister for Roads and Road Safety (now Minister for Child

Protection, Minister for Disability, Ageing and Carers)

Local Government

- Hume City Council

- Melton City Council

- Moreland City Council

- Brimbank City Council

- Moonee Valley City Council

- Whittlesea City Council

- Maribyrnong City Council

Other Consultees

- Airservices Australia

- Civil Aviation Safety Authority (CASA)

- Melbourne Airport Community Aviation Consultation Group

- Planning Coordination Forum

7.2.2 Statutory Exhibition of the Preliminary Draft MDP

In accordance with Section 92 of the Airports Act 1996, a notice was placed in a Victorian newspaper (the Herald Sun) on Friday 22 June 2018, which included the following statements or information:

A Preliminary Draft MDP had been prepared and the public exhibition period.

Copies of the Preliminary Draft version of the MDP were available for inspection and purchase by members of the public during normal office hours throughout the consultation period specified in the notice.

The place or places where the copies were available for inspection and purchase.

The Preliminary Draft version of the MDP was available for viewing to members of the public on the airport’s website through the consultation period specified in the notice and the details of the airport’s website (https://my.melbourneairport.com/taxiway-zulu).

Invited members of the public to give written comments about the draft version to the company within the consultation period specified in the notice.

In accordance with Section 92(2A) and Section (2B) of the Airports Act 1996, public consultation must be undertaken as follows:

(2A) ‘The consultation period is:

a. a period of 60 business days after the publication of the notice; or

b. a shorter period (of not less than 15 business days after the publication of the notice) that is approved by the Minister.’

(2B) ‘The Minister may, by written notice, approve the shortening of the consultation period if the Minister:

a. is requested in writing to do so by:

i. the airport lessee company; or

https://my.melbourneairport.com/taxiway-zulu

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ii. another person with the written consent of the airport lessee company; and

b. Is satisfied that:

i. the draft major development plan aligns with the details of the proposed development set out in the final master plan; and

ii. the proposed development does not raise any issues that have a significant impact on the local or regional community.’

As the Project is consistent with the Master Plan 2013 and the public consultation period previously conducted as part of the environmental approval process under the EPBC Act for the Project, Melbourne Airport requested a reduced consultation period of 15 days.

In accordance with Section 92(2B) of the Airports Act 1996, a letter from the Minister for Infrastructure and Transport (now the Minister for Infrastructure, Transport and Regional Development) confirmed the approval of a 15 day reduced consultation period given the abovementioned reasons (refer Appendix K).

The consultation period of 15 business days was undertaken from Monday 25 June 2018 to Friday 13 July 2018. The public exhibition period was extended for an additional 5 business days until 20 July 2018 to ensure adequate time was allowed for stakeholders to consider and prepare a submission (if applicable).

7.2.3 Submission to the Minister for Infrastructure, Transport and Regional Development

The Draft MDP was submitted to the Commonwealth Minister for Infrastructure, Transport and Regional Development.

The submission ensured appropriate consideration was given to all responses as a result of the consultation on the Preliminary Draft MDP. Submissions received and consultation outcomes were summarised in the report titled Melbourne Airport Taxiway Zulu and Northern Access Route MDP Supplementary Report, August 2018 which accompanied the submission of the Draft MDP.

The MDP was approved by Minister for Infrastructure, Transport and Regional Development on 8 February 2019 (refer Appendix N).

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8.0 Conclusion

The Master Plan 2013 identifies the need to expand aircraft operations in future to accommodate anticipated passenger demand, particularly for international flights.

Melbourne Airport has recognised the need to provide the necessary infrastructure and upgrades to existing infrastructure in order to accommodate future terminal expansion and increase in aircraft operations.

This MDP for the Taxiway Zulu Program and NAR has confirmed that the proposal is consistent with:

Airports Act 1996;

Melbourne Airport Lease;

Melbourne Airport Master Plan (2013);

State and local planning policy and provisions;

Melbourne Airport Ultimate Capacity Australian Noise Exposure Forecast; and

Prescribed Airspace.

This MDP has also assessed the potential environmental impacts of the proposal, including flora and fauna, heritage and traffic impacts. As outlined, the impacts can be appropriately managed through the implementation of a Project CEMP and offset package provided in response to the residual impacts to the NTGVVP ecological community.

Furthermore, this MDP has concluded:

The Project will not affect any known sites of Aboriginal or historic cultural heritage;

Existing infrastructure will not be impacted by the Project beyond foreseeable Project works; and

The Project will not result in adverse amenity impacts to residential properties or other sensitive land uses.

The Project seeks to reconfigure the existing taxiways and apron layout to eliminate negative impacts on the potential growth opportunities at Melbourne Airport and is designed to provide improved aircraft movements in the vicinity of Terminal 2 and prepare for a potential future third runway.

The Project, comprising the Taxiway Zulu Program and NAR, is in accordance with the Master Plan 2013, particularly as it provides required improvements to existing airside infrastructure which will support the future growth and expansion of the operations of Melbourne Airport.

This MDP was approved by Minister for Infrastructure, Transport and Regional Development on 8 February 2019 (refer Appendix N).

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Documents

Melbourne Airport Taxiway Zulu Program and Northern Access