DIRECT FACTORY OUTLET EXTENSION

Transcription

DIRECT FACTORY OUTLET
EXTENSION
MAJOR DEVELOPMENT PLAN
14 February 2014
For more information visit www.bne.com.au
MAJOR DEVELOPMENT PL AN
TABLE OF CONTENTS
1.0
INTRODUCTION ....................................................................................................................................... 5
1.1
Background ................................................................................................................................................ 5
1.2
Report Structure ......................................................................................................................................... 5
1.3
Project Proponent ...................................................................................................................................... 5
2.0
PROJECT DESCRIPTION ......................................................................................................................... 6
2.1
Project Summary ....................................................................................................................................... 6
2.1.1
Extension to DFO .............................................................................................................................. 6
2.1.2
Retail Plaza & Pedestrian Walkways ................................................................................................. 6
2.1.3
Multi-Level Car park .......................................................................................................................... 6
2.1.4
Access Arrangements ....................................................................................................................... 7
2.2
Project Justification and Objectives ........................................................................................................... 7
2.3
Location of Proposed Development ........................................................................................................... 7
2.4
Proposed Design ....................................................................................................................................... 8
2.4.1
Building Materials .............................................................................................................................. 8
2.4.2
Occupational Health and Safety ........................................................................................................ 9
2.4.3
Equity of Access ................................................................................................................................ 9
2.4.4
Energy Efficiency Considerations ...................................................................................................... 9
2.5
Project Development Phases ..................................................................................................................... 9
2.5.1
Roads and Services .......................................................................................................................... 9
2.5.2
Building Works and Site Works ......................................................................................................... 9
2.5.3
Indicative Timing of Proposal ............................................................................................................ 9
3.0
LEGISLATIVE CONTEXT ........................................................................................................................ 10
3.1
Consistency with Commonwealth Legislation .......................................................................................... 10
3.1.1
Airports Act 1996 ............................................................................................................................. 10
3.1.2
Environmental Protection and Biodiversity Conservation Act 1999 ................................................. 11
3.2
Pre-existing Airport Land.......................................................................................................................... 12
3.3
Consistency with Airport Lease ................................................................................................................ 12
3.4
Consistency with the Brisbane Airport Master Plan ................................................................................. 12
3.5
Consistency with Brisbane Airport Environmental Strategy ..................................................................... 22
3.6
Consistency with State and Local Government Planning ......................................................................... 22
3.6.1
State Planning Policies .................................................................................................................... 22
3.6.2
Brisbane City Plan 2000 .................................................................................................................. 23
3.7
4.0
Airport Development and Building Approvals ........................................................................................... 24
ASSESSMENT METHODOLOGY ........................................................................................................... 25
4.1
Assessment Scope .................................................................................................................................. 25
4.2
Document Review .................................................................................................................................... 25
4.2.1
Literature ......................................................................................................................................... 25
Brisbane Airport Corporation Pty Ltd
2
4.2.2
5.0
Assessment Technique ................................................................................................................... 25
ENVIRONMENTAL ASSESSMENT ......................................................................................................... 27
5.1
Geology, Soils and Topography ............................................................................................................... 27
5.1.1
Baseline Conditions......................................................................................................................... 27
5.1.2
Assessment of Impacts ................................................................................................................... 28
5.1.3
Mitigation Measures ........................................................................................................................ 29
5.2
Ecology .................................................................................................................................................... 30
5.2.1
5.2.2
5.2.3
5.3
Hydrology and Water Quality ................................................................................................................... 30
5.3.1
Baseline Controls ............................................................................................................................ 30
5.3.2
5.3.3
5.4
Air Quality and Odour............................................................................................................................... 31
5.4.1
5.4.2
5.4.3
CASA Plume Rise Assessment ....................................................................................................... 32
5.4.4
5.5
Noise ........................................................................................................................................................ 32
5.5.1
5.5.2
5.5.3
5.6
Land Use.................................................................................................................................................. 34
5.6.1
5.6.2
5.6.3
5.7
Economic Impacts .................................................................................................................................... 35
5.7.1
5.7.2
5.7.3
5.8
Landscape ............................................................................................................................................... 39
5.8.1
5.8.2
5.8.3
5.9
Cultural Heritage ...................................................................................................................................... 40
5.9.1
5.9.2
3
5.9.3
5.10
Waste .................................................................................................................................................. 40
5.10.1
5.10.2
5.10.3
5.11
Traffic and Parking............................................................................................................................... 41
5.11.1
5.11.2
5.11.3
5.12
Hazardous Goods ................................................................................................................................ 44
5.13
Aviation Safety..................................................................................................................................... 44
5.13.1
Prescribed Airspace ........................................................................................................................ 44
5.13.2
Airport Navigation and Radar Systems ........................................................................................... 44
5.13.3
Flight Paths ..................................................................................................................................... 44
5.13.4
Lighting and Reflection .................................................................................................................... 44
6.0
BUILDING SUSTAINABILITY .................................................................................................................. 45
6.1
Water Efficiency ....................................................................................................................................... 45
6.2
Energy Efficiency ..................................................................................................................................... 45
7.0
SUMMARY OF IMPACTS ........................................................................................................................ 46
8.0
REFERENCES ........................................................................................................................................ 47
APPENDIX A: EXISTING SITE PLAN ............................................................................................................... 48
APPENDIX B: PROPOSAL PLANS ................................................................................................................... 49
APPENDIX C: AIRPORTS ACT REQUIREMENTS FOR MAJOR DEVELOPMENT PLAN .............................. 52
LIST OF FIGURES
Figure 1: Location of Proposed Development ......................................................................................................... 8
Figure 2: MDP Approval Process .......................................................................................................................... 11
Figure 3: Retail Centres within 5 km of Airport Village .......................................................................................... 37
LIST OF TABLES
Table 1: Consistency of proposed development to Brisbane Airport Master Plan Objectives ............................... 14
Table 2: Environmental and Social-Economic Significance Criteria ...................................................................... 26
Table 3: Growth in Employment at Brisbane Airport 2007 - 2013 ......................................................................... 38
Table 4: Projected population by SAL 2, Brisbane Airport Locality, 2011 to 2031 ................................................ 38
Table 5: Trip Generation of DFO Extension .......................................................................................................... 43
Table 6: Summary of Environmental and Social Impact........................................................................................ 46
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1.0 INTRODUCTION
1.1
Background
The proposal described in this Major Development Plan (MDP) concerns Stage 4 (extension) of the Direct
Factory Outlet (DFO) centre located within the Airport Village Precinct. The proposed development footprint and
layout is provided in Appendix B.
The existing DFO was subject to an approved MDP issued in 2004. The centre was constructed in 3 stages
between 2004 and 2008 with Stage 1 opening to the public in 2005. The DFO has a Net Lettable Area (NLA) of
2
21,307m which is accommodated in two single storey buildings, currently containing approximately 135
tenancies. The existing DFO Site Plan is provided as Appendix A.
The existing and proposed DFO is to be supported by associated facilities including new car parking spaces in a
new multi-story car park; truck manoeuvring, service areas and loading docks; taxi ranks and bus stop facilities.
The site is landscaped, with on-site provision for management of stormwater drainage and water quality
treatment. Current access is via The Circuit and The Boulevard (roundabouts) which connect onto Airport Drive,
a priority road link to the city’s principal arterial road network.
The DFO retail concept which offers leading Australian and International brands or surplus goods that are out of
season, seconds or samples for sale at consistently below normal retail price has proved highly successful. The
centre attracts visitors and shoppers from a wide catchment area across metropolitan Brisbane and neighbouring
Local Government Areas such as the Moreton Bay Regional Council and Redland City. The centre offers a
different marketing model to other shopping centres with trading hours of 10am - 6pm, 7 days a week.
The extension is consistent with the Brisbane Airport Corporation’s Master Plan which supports continuous
improvement to the amenities, services and overall shopping experience being offered to the Brisbane Airport,
Airport Village and DFO centre visitors.
1.2
Report Structure
Section 2 of this report describes the project that is the subject of this MDP. Section 3 outlines the legislative
context within which the project is being developed, having regard to relevant federal, state and local legislation
and policy. Section 4 defines the scope of the assessment and the methodology used in the assessment of
environmental impacts associated with the proposal. Section 5 details the environmental assessment and
measures proposed to manage or mitigate any potential impacts. Sections 6 and 7 provide a summary of the
sustainability elements and environmental effects of the proposal.
1.3
Project Proponent
All works associated with the proposed facility are on land within the existing boundary of the Brisbane Airport.
Brisbane Airport Corporation (BAC) is an “airport-lessee company” under the Airports Act 1996.
The proponent for this proposed “major airport development” as defined under the Airports Act 1996 is:
Brisbane Airport Corporation Limited
11 The Circuit
Brisbane Airport QLD 4008
The contact in connection with this proposal is Terry Rossitto, Infrastructure Development Manager, BAC,
telephone (07) 3406 3000.
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2.0 PROJECT DESCRIPTION
2.1
Project Summary
The proposed development is the extension of the existing DFO Centre. Physically, this includes:
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an eastern extension to the existing southern DFO building to accommodate additional retail tenancies;
a new multi-level car park located adjacent to the northern part of the DFO building;
retail plaza area which is likely to accommodate alfresco dining and a mixed-use commercial building (with
offices at first floor level); and
a redeveloped pedestrian walkway connecting the DFO, plaza and Village Market components of the Airport
Village precinct and children’s play area.
Detailed Plans of the proposed development are provided in Appendix B. These components of the
development are discussed in further detail below.
2.1.1
Extension to DFO
DFO extension is a functional addition of the existing centre and will create a greater level of connectivity and
integration with the surrounding Airport Village Precinct.
The extension is located on the eastern side of the southern DFO building and will be constructed with consistent
design, materials and height to the current centre. As with the current DFO, the extension will be an air
conditioned, single level building, with an open plan layout, high ceilings and wide walkways allowing ease of
pedestrian movements along the shopping mall. A high degree of internal flexibility is provided to enable
tenancies to be sized and constructed to meet the specific needs of future lessees.
2
The proposed development will provide approximately 4,700m of additional Net Lettable Area (NLA),
representing an approximate 22% increase to the current DFO centre.
2.1.2
Retail Plaza & Pedestrian Walkways
2
The proposed development includes a retail plaza with possible alfresco dining plaza (of approximately 600m
NLA) located between the proposed DFO extension and the new multi-level car park. This area will be developed
with a high level of public amenity and landscaping to soften the built form and create a highly attractive entrance
to the DFO.
The plaza will function as a ‘high street’ pedestrian link between the DFO and uses within the Airport Village
Precinct including the Village Markets and Brisbane Airport Corporation offices. “Shop-Top” commercial offices
2
(of approximately 600m NLA) will be developed at a first floor above the new retail/dining outlets. These
st
tenancies will have a connection to the 1 floor of the multi-level car park. The plaza will also incorporate a
children’s play area.
A proposed vertical transport zone located at the eastern end of the retail plaza will provide an attractive,
convenient and highly visual pedestrian connection (including potential travelators) linking the new multi-level car
park, to the commercial offices, the plaza, DFO entrance and the broader pedestrian network across the Airport
Village Precinct.
2.1.3
Multi-Level Car park
The new multi-level car park is located to the north of the proposed retail plaza area and the east of the DFO
Centre. The proposed car park will provide approximately 1,160 parking spaces across up to 4 levels.
There are currently a total of 1,856 parking spaces provided on the site, equating to a parking rate of
2
2
approximately 1 space per 10m NLA for the existing 21,307m NLA. This equates to approximately 1 space per
2
2
11m GFA for existing 23,440m GFA.
6
The proposal includes plans to replace the existing north-eastern car park of about 560 spaces with up to 4 levels
in a multi-storey parking station with approximately 1,160 parking spaces. Thus the DFO and office area will have
a total combined parking provision of approximately 2,459 spaces. This equates to approximately 1 space per
2
9.6m NLA.
The maximum building height of the car park will be approximately 14m above ground level.
2.1.4
Access Arrangements
Current road access arrangements are maintained from both The Circuit and The Boulevard (roundabouts) with
connection onto Airport Drive. 9th Avenue will be reconfigured to maintain local access into the car parking areas
and provide passenger and bus bay facilities in a low speed traffic environment.
2.2
Project Justification and Objectives
The planning context (justification) for the proposed development is provided in the Brisbane Airport - 2009
Master Plan. The vision for the Brisbane Airport is “to transform Brisbane Airport from a city airport to an Airport
City” by:
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positioning Brisbane Airport as a premier airport and major business centre with a multi-modal transport hub;
growing Brisbane Airport as a leading economic engine and gateway to the east coast of Australia;
creating a business environment that values partnerships ,people ,quality of life and community engagement;
and
adopting a proactive and sustainable approach to sustainable management.
The vision is delivered through the Brisbane Airport’s land use strategy which has been prepared to increase the
airport’s contribution to the regional economy and respond to market demand with opportunities identified to
provide for a mix of business, retail, industrial and tourism activities.
DFO extension addresses the vision by:
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2.3
Meeting the demand for increased NLA in the existing DFO centre;
Improving the existing centre’s amenities and attractiveness to visitors through planned upgrades and
improvements;
Enhancing the range of services and facilities available in the Airport Village precinct to both the on-airport
workforce and visitors to the Brisbane Airport;
Satisfying car parking demands within a multi-level building that provides highly accessible, convenient and
all weather protected parking spaces;
Extending a pedestrian spine through the Airport Village;
Improving the amenity of the public realm with the development of a pedestrian walkway flanked by
restaurants, hotels, green space and urban art;
Increasing investment in infrastructure and generating employment opportunities during construction and
operational phases; and
Providing a development that achieves BAC’s overall vision for Airport Village and the development
objectives for the Brisbane Airport.
Location of Proposed Development
The proposed development is an extension of the existing DFO centre and adjoining land uses at Airport Village.
It is a north-easterly extension of the existing building predominately facing Ninth Avenue, the Village Markets
and the BAC Headquarters building. It forms part of the Airport Village precinct.
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Airport Drive
DEVELOPMENT SITE
Lakeside Drive
Airport Village
FIGURE 1: LOCATION OF PROPOSED DEVELOPMENT
2.4
Proposed Design
The DFO extension includes an eastern extension to the existing southern DFO building to accommodate
additional retail tenancies, retail plaza area which is likely to accommodate alfresco dining and a mixed-use
commercial building and a new multi-level car park.
2.4.1
Building Materials
DFO extension
will be primarily constructed in a manner consistent with the existing centre. In particular, the DFO extension will
be a steel frame construction, with pre-cast concrete walls, concrete floors and colorbond metal roof. External
finish and façade treatments will be generally consistent with the existing DFO.
The proposed multi-level car park will be a primarily concrete construction with external façade treatments to
provide visual interest and reduce building bulk.
The retail plaza with mixed uses including first floor offices will be developed with a high level of visual interest
and include glass windows at both the retail and office level and a range of light weight timber and aluminium
elements to create the desired streetscape. This area will be enhanced by soft and hard landscape elements to
improve way findings and overall visitor experience.
The development will minimise the use of materials that are non-renewable or create toxic pollution in their
manufacturing or disposal. Life cycle cost will be taken into consideration when selecting construction materials.
8
2.4.2
Occupational Health and Safety
Occupational health and safety requirements within and adjacent to the proposed development site will be in
accordance with relevant BAC, Commonwealth Federal Government Agency Requirements and all applicable
statutory requirements including the Queensland work health and safety legislation; the Work Health and Safety
Act 2011, and Work Health and Safety Regulation 2011 and the 11 new national codes of practices that have
been adopted within Queensland as part of the harmonisation process.
2.4.3
Equity of Access
Provisions for mobility-impaired people within the building will comply with the applicable codes, including the
Premises Standards and Disability Access provisions of the BCA.
2.4.4
Energy Efficiency Considerations
The building will be designed having regard to the mandatory performance requirements and applicable optional
deemed to satisfy provisions of the BCA. During the design process BAC will investigate means of adopting
energy efficiency techniques in the building design.
2.5
Project Development Phases
2.5.1
Roads and Services
The proposed development involves the construction over existing car parking areas and use of building
foundations that meet industry standards. As such, Bulk Earthworks have been completed for the majority of the
Airport Village Site.
Construction for the proposed development will involve installation of services, construction of building
foundations and structure, construction of the plaza, some road works in 9th Avenue and The Circuit including
pavements, kerbs, footpaths, landscaping and lighting works.
Earthworks will be generally restricted to minor adjustment of existing ground levels as required to develop level
building platforms and to generate the surface grades required for drainage.
2.5.2
Building Works and Site Works
Foundations for building structures will be typical for this type of construction and may likely require piled
solutions. Superstructure again will consist of typical elements such as precast and in situ reinforced concrete,
steel work, and typical roofing and wall claddings. Building services will be installed as the structure is
progressed. Services including sewer, water, power and communication will be extended from current services
connections on site. These services will be installed in trenches and will extend into and under the proposed
structures. Works will include installation of conduits, cables, pipes, and fittings and the construction of manhole
and substation structures as required.
Stormwater drainage infrastructure will be constructed to service the building and to collect roof water from the
structure. Infrastructure includes pipe work, manholes, gully pits, and water sensitive design measures.
Finishing works will include planting and landscaping, the commissioning of services and the installation of any
architectural features. The landscaping design and the timing of the installation of landscaping will consider water
sensitive urban design principles.
2.5.3
Indicative Timing of Proposal
The construction program will occur over 12-14 months commencing in early to mid 2014. It will include
temporary car parking, access and pedestrian movement arrangements to mitigate the impacts on the continuing
operation of the DFO and other facilities in this part of the Airport Village precinct. These arrangements will be
documented at the time of preparing the detail design drawings for building approval and be subject of extensive
consultation with key stakeholders.
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3.0 LEGISLATIVE CONTEXT
The following sections provide an overview of relevant legislation and policy for the development of a proposed
extension to the existing DFO centre and car park. The following key statutes were considered during the
preparation of this MDP:
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Airports Act 1996 (Cth);
Airports Regulations 1997 (Cth);
Airports (Environment Protection) Regulations 1997 (Cth);
Airports (Building Control) Regulations 1996 (Cth);
Airports (Control of On-Airport Activities) Regulations 1997 (Cth);
Environment Protection and Biodiversity Conservation Act 1999 (Cth);
Work Health and Safety Act 2011 (Qld);
Civil Aviation Safety Authority Manual of Standards – Part 139 Aerodromes;
Environmental Protection Act 1994 (Qld); and
Airport (Protection of Airspace) Regulations 1996
3.1
Consistency with Commonwealth Legislation
3.1.1
Airports Act 1996
The Airports Act 1996 requires an MDP for each major development at a regulated airport. Section 89 of the Act
prescribes those activities that are included as a ‘major airport development.’ The proposed development
outlined in this MDP is defined as a ‘major development’ by virtue of Section 89(1):
e)
constructing a new building, where:
(i)
the building is not wholly or principally for use as a passenger terminal; and
(ii)
the cost of construction exceeds $20 million or such higher amount as is prescribed;”
Section 90 of the Airports Act 1996 provides that major airport developments must not be carried out except in
accordance with an approved MDP.
This MDP has been prepared in accordance with and in order to meet the requirements of the Airports Act 1996
as outlined above, in particular the requirements as listed in Section 91.
The key steps in the approval process for an MDP under the Airports Act 1996 are presented in Figure 2. An
important implication of this process is the requirement that the MDP be made available for public comment for
60 days.
An MDP checklist is provided in Appendix C to demonstrate the compliance of this proposed development with
Section 91 of the Airports Act 1996.
10
FIGURE 2: MDP APPROVAL PROCESS
Note: The MDP approval protocols subject to provisions contained under the Commonwealth Airports Act 1996. The Minister is
responsible for deciding whether to grant approval or refuse the MDP.
3.1.2
Environmental Protection and Biodiversity Conservation Act 1999
The Environmental Protection and Biodiversity Conservation Act 1999 (EPBC Act) provides protection to matters
of National Environmental Significance (NES) which include:
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World Heritage properties;
National Heritage properties;
Wetlands of international importance;
11
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Nationally threatened species and communities;
Migratory species;
Nuclear actions;
Commonwealth marine environment; and
Any additional matters specified by the regulations.
The EPBC Act protects the environment on Commonwealth land and regulates those actions of Commonwealth
departments and agencies that may have a significant impact on the environment. As Brisbane Airport is located
on Commonwealth land it is subject to the provisions of the EPBC Act. It is determined that matters of NES are
considered unlikely to be affected by this proposed development. (Section 5 of this MDP provides an
assessment of environmental impacts).
3.2
Pre-existing Airport Land
When BAC became the airport-lessee company for Brisbane Airport in July 1997, it assumed certain pre-existing
lessor obligations under various leases. BAC also became the head-lessee under the airport lease subject to a
number of other interests in the airport land (such as easements). Some of those contractual and other rights
remain in existence. Others have expired.
However, there are no such contractual or other rights affecting the site where the development works specified
in the MDP will be undertaken.
3.3
Consistency with Airport Lease
The proposed facility is consistent with the airport lease between BAC and the Commonwealth of Australia for
Brisbane Airport by providing an extension to the existing retail offering and providing new parking facilities which
will benefit the Airport Village precinct. The quality and standard of the development will be consistent with the
existing high quality facility and will attribute to regional economic growth. Further details of these points are
included in Table 1.
3.4
Consistency with the Brisbane Airport Master Plan
The planning context for the development is provided by the Brisbane Airport 2009 Master Plan, which was
approved by the Federal Minister on 16 September 2009.
The Master Plan provides a framework for development of the airport site to 2029 and beyond. It provides the
basis for planning of aviation activity, landside development, environmental management and transport access in
an integrated way. It also provides Commonwealth, State and Local government agencies, potential investors
and the community with a statement of the way in which the airport intends to grow and develop.
The DFO extension is considered to achieve the intent of the Brisbane Airport Master Plan by:
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Meeting the demand for increased NLA in the existing DFO centre;
Improving the existing centre’s amenities and attractiveness to visitors through planned upgrades and
improvements;
Enhancing the range of services and facilities available in the Airport Village precinct to both the on-airport
workforce and visitors to the Brisbane Airport;
Satisfying car parking demands within a multi-level building that provides highly accessible, convenient and
all weather protected parking spaces;
Extending a pedestrian spine through the Airport Village;
Improving the amenity of the public realm with the development of a pedestrian walkway flanked by
restaurants, hotels, green space and urban art;
Investing and creating jobs for Queensland; and
Providing a development that achieves BAC’s overall vision for Airport Village and the development
objectives for the Brisbane Airport.
It is concluded that the proposed development achieves satisfactory compliance with the land use intent for the
Major Centre zone and the zoning outcomes.
12
The proposed development will add additional retail and much needed food and dining amenity. Workers will
have the capacity to use this precinct as their principal location for both shopping and lunch time activities. The
development will provide a greater variety of retail and food services to accommodate the ongoing growth of the
Brisbane Airport working population. The proposed development will also provide additional services and facilities
to cater for the forecast growth in airport based employment and passenger numbers.
The Airport Village is a diverse and vibrant business centre, which includes commercial offices, retail premises, a
high quality airport hotel, child care facilities, tourist outlets, health and well being facilities, a direct factory outlet,
food and drink premises, and supermarket. The proposed development will further cement the existing
reputation, and desired overall outcomes for the Airport Village.
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TABLE 1: CONSISTENCY OF PROPOSED DEVELOPMENT TO BRISBANE AIRPORT MASTER PLAN OBJECTIVES
Proposed Development
Theme
Objective
Specific Guidance
Achieves
Economic
Sustainability
Achieve sound
corporate governance,
planning and
management
Ensure selective,
profitable and timely
aviation and commercial
development
Relevant
Section
MDP
Comments
BAC is committed to responsible corporate governance and
compliance, innovative and informed planning and sound
business management and systems.

1.1
2.2
3.4
Shareholders, customers, financiers and credit rating
agencies, Governments and the community will be provided
with an informed analysis of sustainability issues on-airport
and an overview of BAC’s strategies to manage those
issues.

3.1.1
While BAC is economically robust, global changes in the
economy, the outlook for aviation and commercial property
and the impacts of climate change must all be factored into
long term planning.

3.4
3.5
3.6
5.6
5.7
Proposed development is an
extension of an existing retail and
commercial development that has
been identified as part of the
Airport Village precinct in the
Brisbane Airport Master Plan and
is suitably aligned with the long
term vision and planning for the
Brisbane Airport site.
World-class retail environments will complement the travel
experience, providing a further boost to the airport’s retail
business and consumption figures in the region. A
responsible strategy to ensure adequate transport options
and commercial car parking for visitors to the airport is a
necessary adjunct to these developments.

2.1
5.6
5.7
The main component of the
proposed development is an
extension to existing retail
business, with the construction of
ancillary multi-level car park.
14
Concept for the proposed
development has been developed
through a process that
demonstrates informed planning
and reflects sound business
management and systems.
The MDP approval process will
include consultation with DIT,
CASA, ASA, State and Local
Governments.
Theme
Objective
Specific Guidance
Achieves
Contribute to regional
economic wealth and
employment generation
Relevant
Section
MDP
Comments
Complementing BAC’s pursuit of aviation and aviation
related development opportunities and its continued
exploration of commercial opportunities. As a private sector
airport operator, BAC must capitalise on new commercial
opportunities and achieve the selective and timely
development of the airport’s extensive land bank over the
period of its lease. BAC is progressively designing and
marketing nine quality precincts targeting specific industry
segments.

3.4
3.5
5.6
5.7
The proposed development will
increase retail business within the
Airport Village precinct of the
Brisbane Airport Master Plan,
helping to further establish a fully
integrated airport business, retail
and leisure community as desired
under the Brisbane Airport Master
Plan.
This strategy remains a high priority to achieve sustained
growth in shareholder value and a buoyant regional
economy. However, BAC will maintain its preference for
tenants and partners that demonstrate clear synergies with
the Airport City vision.

2.1
2.2
3.4
5.6
5.7
The proposed development is an
extension to an established tenant
and industry (retail) that already
demonstrates clear synergies with
the Airport City Vision.
While national and state economic contributions accrue from
a busy, metropolitan airport linked to national and
international hubs, Brisbane Airport’s most direct impacts
will continue to be felt in the Brisbane-Moreton regional
economy. Locally, sustained growth in real output, real
consumption and employment will occur as a direct result of
implementing the 2009 Master Plan.

5.7
extension to an already
established and highly successful
retail development that provides
not only the Brisbane Airport, but
the greater Brisbane-Moreton
community with specialised and
unique retail opportunities.
New and expanded industries and diverse employment
opportunities will emerge as a by-product of Brisbane
Airport’s progression towards an Airport City. In particular,
jobs in tourism are set to grow as the airport increases its
connectivity within the global aviation network; gains access

5.7
The proposed development
reinforces the mixed use character
of the Airport Village and as
business and retail hub for the
Airport site. It will further provide
15
Theme
Objective
Specific Guidance
Achieves
Relevant
Section
MDP
to more destinations; and secures more frequent flights.
Operational
Sustainability
an opportunity to increase the
diversity of employment
opportunities at Brisbane Airport.
Job opportunities in aviation and logistics industries will also
grow as clusters of excellence emerge at Brisbane Airport in
air freight export and import, aviation maintenance, repair
and overhaul, aviation education and related service
industries.

Facilitate the safe and
secure movement of
people, freight and
aircraft
Brisbane Airport strives for and achieves a high level of
compliance in safety and security. However, even greater
vigilance will be required in the future as airports face
potential new or heightened risks, and Brisbane Airport’s
facilities, flights, employment and freight continue to expand.
To address this challenge, BAC is engaged in research that
will ensure it remains at the cutting edge of new security
technologies. BAC will also work with its industry and
Government partners to maintain airside safety standards
and to explore flexible, risk-based security measures.
N/A
Ensure the timely
delivery of new and
improved airport
capacity
This development objective aligns closely with BAC’s
previously stated objective of ‘meeting future capacity
needs’. The intent in this 2009 Master Plan is to continue to
increase airport capacity by investing in an integrated and
carefully staged program of development for airfields
(runways, taxiways and aprons), terminals, buildings and

Comments
16
5.7
reinforces the mixed use character
of the Airport Village and as
business and retail hub for the
Airport site. It will further provide
an opportunity to increase the
diversity of employment
opportunities at Brisbane Airport.
3.4
3.5
5.6
5.13
extension to an existing retail
centre complex that is considered
to be a supporting facility of
Brisbane Airport operations and
will result in an increase in retail
Theme
Objective
Specific Guidance
Achieves
Relevant
Section
MDP
supporting facilities and infrastructure.
Deliver innovative,
efficient and continuous
airport services
Comments
space for a highly successful retail
destination.
Availability of critical assets to operate the airport and meet
the demands of aviation and regional growth is essential.
For BAC, achieving sustainable and responsible growth onairport means ensuring that new and improved operating
capacity is available to maintain business continuity and
satisfy demand. However, identifying ways to maximise the
airport’s current capacity is also important.

3.4
3.5
5.6
5.7
extension to an existing retail
complex that is considered to be a
supporting facility of Brisbane
Airport operations and will result in
an increase in retail space for a
highly successful retail destination.
The proposed development has
been designed to make the best
use of space available at the
existing retail facility and ancillary
car park.
This objective builds upon that stated in the 2009 Master
Plan to ‘improve the quality of services’. Quality, efficiency
and innovation jointly impact on how the airport will perform
as a service provider. Here, the experience and perception
of airport customers continue to be important indicators. A
convenient, safe and enjoyable journey for passengers and
the efficient transit of freight through Brisbane Airport are
key outcomes of smooth facilitation processes in the
terminals.

2.1
2.4
5.7
includes a new multi-level car park
to compliment the proposed
extension to the existing retail
facility. This will provide
convenient travel options for users,
and increase the trip generation
capacity of the facility.
The benefits of these innovations at Brisbane Airport are
twofold: airline and logistics partners achieve greater
process and cost efficiencies, and passengers enjoy more
‘dwell’ time for shopping and relaxation in the terminals and

2.1
The proposed development will
increase the overall positive
shopping experience within the
Airport Village precinct.
17
Theme
Objective
Specific Guidance
Achieves
Relevant
Section
MDP
Comments
precincts. Supplementing the services offered inside the
terminals is a range of new facilities in emerging precincts
across the airport. Facilities to cater for medical and
childcare needs, banking, leisure and recreation, are all
adding to the overall service experience of those who visit or
work on airport.
Environmenta
l
Sustainability
Develop a proactive
response to climate
change
At Brisbane Airport, BAC aims to reduce those emissions for
which it is directly responsible, and to work towards reducing
the indirect effects of its activities, while working with other
parties to explore ways of reducing emissions that are
beyond BAC’s control.
N/A
Minimise adverse
environmental impacts
The 2009 Master Plan highlights an ongoing program for the
management of energy, water, waste, noise and
biodiversity.

Ultimately, it is the level of success in reducing the use of
non-renewable resources, identifying alternative sources,
recycling, noise and biodiversity management, that will have
the greatest effect on BAC’s environmental footprint.
N/A
18
5.1
5.2
5.3
5.4
5.5
5.8
5.9
5.10
6
6.1
6.2
commits to the achievement of the
sustainable design principles and
minimising environmental impacts
including waste generation.
Theme
Objective
Specific Guidance
Achieves
Achieve a balance of
built environment and
biodiversity values
Social
Sustainability
Build stakeholder
engagement and
partnerships
Relevant
Section
MDP
Comments
To minimise adverse environmental impacts, but allow for
responsible and considered growth, a wide range of
initiatives feature in the 2009 AES.

5.1
5.2
5.3
5.4
5.5
5.8
5.9
5.10
6
6.1
6.2
The proposed development is not
expected to create any
environmental impacts on the
surrounding environment and
reflects a carefully considered and
environmentally responsible
design.
Awareness of the overall balance of built and natural
environments is paramount in ensuring that on-airport
precincts achieve positive environmental and aesthetic
outcomes, but also fulfil commercial and operational goals.

5
6
7
The proposed development is
located in an existing built up area.
No biodiversity impacts are
expected as a result of the
proposed development.
Consideration of the most appropriate locations and
densities for development and an urban open space strategy
are high priorities for Brisbane Airport to achieve this goal.
While balancing built and natural environments is a new
objective in the 2009 Master Plan, it is in line with BAC’s
2003 objective of ‘balancing economic benefit and
environmental impact’.

5.6
5.7
3.4
The proposed development is
located in an existing built up area,
in a Brisbane Airport Master Plan
zone that intends retails uses, and
is an extension to existing retail
uses on site.
For BAC, social responsibility refers to public accountability
and an ongoing dialogue with shareholders, Government
employees, business partners, customers and the
community. It also embraces sponsorships and philanthropic

3.1
3.6
CASA, ASA, State and Local
Government.
19
Theme
Objective
Specific Guidance
Achieves
Relevant
Section
MDP
Comments
activities. In developing and implementing the Master Plan,
the engagement of all interested and affected stakeholders
remains a high priority.
On-airport, BAC’s long-term goal is to create a sense of
community and quality of life by fostering close linkages
between those who work in different precincts. Valuable
social connections can be promoted by smart precinct
design, friendly amenities and open space, as highlighted in
this Master Plan.

2.1
2.2
3.4
3.5
5.6
5.7
Proposed development will
increase sense of community and
quality of life, already established
by the existing retail facility that is
to be extended.
Off-airport, a meaningful dialogue with neighbours is just as
important, and community forums are regularly held
throughout Brisbane. BAC also strives to build inclusive
relationships with neighbouring communities about aviation
and property developments on-airport.

3.1
CASA, ASA, as well as State and
Local Government.
Grow and share
knowledge with
stakeholders
At BAC, priority is given to building knowledge and ideas
about airport development, creating professional
development opportunities for staff and the airport business
community, and exploring the airport’s interface with
surrounding communities.
N/A
Maximise airport
accessibility and
Ease of access to Brisbane Airport and a high level of
connectivity within the airport are essential to its success as
a regional economic engine and to fulfil its social

Consultation with the community
will occur through representative
forums such as Brisbane Airport
Community Area Consultative
Group (BACACG).
20
2.3
5.6
5.7
Proposed development does not
impact on the ease of access to
the Brisbane Airport, or the high
Theme
Objective
Specific Guidance
Achieves
connectivity
responsibilities. This is a new and important Development
Objective within the 2009 Master Plan.
BAC values teamwork with Government, business partners
and the community to maximise airport accessibility. An
integrated public transport system, an improved road
network (including the interface of airport roads with
adjacent suburbs), adequate car park capacity, cycle paths,
courtesy buses and pedestrian facilities, jointly shape the
vision for the airport’s surface transport.
N/A
Safe and convenient walkways and appropriate public car
parking in close proximity to terminals and buildings are vital
inclusions in this Master Plan.

BAC’s long-term goal is to achieve more balanced use of
public and vehicular transport and ease of access to all
airport precincts. The 2009 Master Plan articulates BAC’s
strategy towards that goal.
N/A
21
Relevant
Section
MDP
Comments
5.11
level of connectivity within the
airport.
2.4
5.11
Proposed development includes a
new multi level car park to enable
the provision of appropriate levels
of public car parking ancillary to
the existing and proposed
extension of retail facility.
3.5
Consistency with Brisbane Airport Environmental Strategy
The 2009 Brisbane Airport Environment Strategy (2009 AES), approved on 19 August 2009, provides a
framework for environmental management at Brisbane Airport. The 2009 AES was prepared in accordance with
Part 6 Division 2 of the Airports Act 1996. It addresses issues such as environmentally significant areas, sources
of environmental impact and environmental management.
The proposed development is consistent with the 2009 AES and does not affect any areas identified as
‘environmentally significant sites’.
3.6
Consistency with State and Local Government Planning
For the purpose of this MDP, Brisbane Airport is not subject to planning and development controls under
Queensland legislation administered by the State and Local governments. As airport land is Commonwealthowned, it is subject to Commonwealth legislation including the Airports Act 1996. Notwithstanding the use of
some terminology consistent with State and Local Government planning laws in this MDP, BAC is not bound by
any planning jurisdiction other than as prescribed by the Airports Act 1996 and Regulations.
Under Section 91(4) of the Airports Act 1996, a Major Development Plan must address the extent (if any) of
consistency with planning schemes in force under a law of a State or Territory in which the airport is located. This
requirement is addressed below.
3.6.1
State Planning Policies
In preparing this MDP, consideration has been given to relevant State Planning Policies (SPP) operating in
Queensland and effective at the time of publishing this MDP including:




State Planning Policy 1/02: Development in the Vicinity of Certain Airports and Aviation Facilities
(SPP1/02);
State Planning Policy 2/02: Planning and Managing Development Involving Acid Sulphate Soils
(SPP2/02);
State Planning Policy 1/03: Mitigating the Adverse Impacts of Flood, Bushfire and Landslide (SPP1/03);
and
State Planning Policy 4/10: Healthy Waters (SPP4/10).
The Queensland Government is currently reviewing all SPP’s and consolidating them all into a single SPP, the
“Draft SPP”. The Draft SPP sets out policies about matters of state interests in relation to planning and
development, and how these interests are dealt with in planning instruments, council development assessment
processes and in designating land for community infrastructure. For the purposes of this MDP, reference is made
to existing SPP’s as consultation on the draft SPP has recently closed, with the Final SPP not expected to be
released until late 2013.
3.6.1.1
State Planning Policy 1/02: Development in the Vicinity of Certain Airports and Aviation Facilities
This SPP sets out the State’s interest concerning development in the vicinity of those airports and aviation
facilities considered essential for the State’s transport infrastructure. The SPP applies to development that could:



Adversely affect the safety and operational efficiency of operational airspace or the functioning of aviation
facilities;
Increase the number of people that could, amongst other things, work or live within a noise contour of 20-25
ANEF; and
Increase the number of people or the use/storage of hazardous material within public safety areas.
Compliance of the MDP with SPP1/02 is demonstrated below:

The proposed development is located in an area identified in the Brisbane Airport 2009 Master Plan as
acceptable for commercial building purposes (retail and other like activity) due partly to the fact that the
safety, operational efficiency, and function of airspace and aviation facilities are not affected or impacted at
this location;
22


The proposed development is not located within the 25 ANEF contour and substantially outside the 20 ANEF
contour ; and
The proposed development will not result in any people or hazardous materials being located within any
public safety areas of the Brisbane Airport.
3.6.1.2
State Planning Policy 2/02: Planning and Managing Development Involving Acid Sulphate Soils
The purpose of SPP 2/02 is to ensure that development involving acid sulphate soils (ASS) in low-lying coastal
areas is planned and managed to avoid adverse effects on the natural and built environment, and human health.
Potential acid sulphate soil conditions commonly exist across the airport site. BAC’s approach to the
management of acid sulphate soils is consistent with SPP 2/02 in that BAC requires that for all relevant projects
with the potential to disturb ASS, an investigation is carried out and, where identified, a detailed ASS
management plan is included as part of an Environmental Management Plan (EMP) for the project. BAC Airport
Environment Strategy 2009 also addresses Acid Sulphate Soil issues.
An assessment of Acid Sulphate Soil conditions and management for the proposed development is included in
Section 5.1 of this MDP report.
3.6.1.3
State Planning Policy 1/03: Mitigating the Adverse Impacts of Flood, Bushfire and Landslide
The purpose of SPP 1/03 is to ensure that the natural hazards of flood, bushfire and landslide are adequately
considered when making decisions about development. Potential for flooding, bushfire and landslide are
identified in various areas across the airport site, with flooding mapped over the location of the proposed MDP
development. A minimum Development Level is provided to ensure at least a 1% ARI flood immunity for the
proposed development.
3.6.1.4
State Planning Policy 4/10: Healthy Waters
2
The SPP is triggered for a material change of use for urban purposes that involves greater than 2500m of land.
The policy outcome is achieved for development where it “avoids or minimises development impacts arising from
altered stormwater quality or flow by providing for development and construction activities in accordance with
acceptable design objectives.”
Part A of the Development Assessment code sets out performance outcomes PO 1-4 which are to be satisfied.
These cover water quality protection and protection of natural flows. Existing systems are in place and address
both these issues. Any changes as a result of this proposed development have been addressed in the Section
5.3 of this MDP report.
3.6.2
Brisbane City Plan 2000
Brisbane City Plan 2000 designates the Brisbane Airport land as a “Special Purpose Centre”. Council’s Strategic
Plan within the City Plan acknowledges the airport as being a major industrial location (as part of the broader
Australia Trade Coast) which offers ‘enormous potential for industrial, business and transport related employment
growth’.
Within the City Plan 2000, a ‘Special Purpose Centre (SP6)’, is defined as:
‘a use of premises for:




the landing and /or departure of aircraft;
the housing, servicing, maintenance and repair of aircraft;
the assembly and dispersal of passengers/goods on or from aircraft; and
any ancillary activities serving the needs of passengers and visitors to the airport, such as shopping, food
outlets and tourism services.’
As the proposed development is an extension to existing ancillary activities and services the needs of visitors and
employees to the Brisbane Airport and is easily accessible by a range of transport options, it is compliant with the
relevant Desired Environmental Outcomes for Special Purpose Centres. Further, as the proposed development
23
is consistent with the intended land uses outlined in the Brisbane Airport 2009 Master Plan, the proposal is
considered to comply with the Australia Trade Coast Local Area Plan (Airport Precinct).
3.7
Airport Development and Building Approvals
In addition to the preparation and approval of a MDP, new development is subject to Airport Lessee Consent
from Airport Lessee Company and a Building Approval from the appointed Airport Building Controller (ABC).
The Building Approval cannot be issued by the ABC without written consent from BAC, confirming that the new
development is consistent with:




Brisbane Airport Master Plan;
Brisbane Airport Environment Strategy;
Planning objectives for the Airport; and
An approved MDP.
24
4.0 ASSESSMENT METHODOLOGY
4.1
Assessment Scope
The scope of the assessment includes consideration of the following environmental and social factors:













Geology, Soils and Topography;
Ecology;
Hydrology and Water Quality;
Air Quality and Odour;
Noise;
Land Use;
Landscape;
Social and Economic Issues;
Cultural Heritage;
Waste;
Traffic and Parking;
Hazardous Goods; and
Aviation Safety.
Information has also been provided regarding the sustainability considerations for the building including water,
energy and materials.
4.2
Document Review
Reference has been made to previous studies at the airport site to inform the description of the baseline
environment at the proposed development site. This includes analysis of information from previous MDPs and the
literature listed in the following section.
4.2.1
Literature
A desktop review was carried out of the following documentation:












Aurecon (2010) Review of environmental factors and Construction
BAC (2009) Airport Environment Strategy (2009 AES);
BAC (2009) Master Plan (2009 Master Plan);
Lambert and Rehbein (2004) Brisbane Airport Fauna Study;
ERM (2002) Brisbane Airport Vegetation Condition and Assessment Report;
Brisbane Airport Corporation (2009) Landscape Master Plan July 2009 (Rev. 2012);
Brisbane City Plan 2000;
Queensland State Planning Policies;
Brisbane Airport Landside Noise Report (2010);
Urban Economics Market Review of Brisbane Airport Catchment Area: No. 1 Airport Drive (2006);
Urban Economics Number 1 Airport Drive Master Plan Input & Market Assessment (April 2005); and
Brisbane Airport Ground Transport Plan – September 2012.
4.2.2
Assessment Technique
To assist in the assessment of potential impacts identified in this report and to ensure consistency between
topics, significance criteria have been defined which follow the generic framework shown in Table 2. The use of
significance criteria to assess impacts is a standard technique applied in impact assessments of this nature and
is an approach that has been consistently used by BAC in MDP’s at Brisbane Airport. This approach enables
different topics (i.e. noise and ecology) to be assessed in a consistent manner against the same criteria which
are set in an ascending scale of potential impact and ability to mitigate those impacts.
25
TABLE 2: ENVIRONMENTAL AND SOCIAL-ECONOMIC SIGNIFICANCE CRITERIA
SIGNIFICANCE
IMPACT
CLASSIFICATION
CRITERIA
High
Impact a major
problem
Environmental effects are likely to be important
considerations at a local scale but if adverse, are potential
concerns to the project, depending upon the relative
importance attached to the issue during the decision
making process. Considerable adverse change to current
amenity, lifestyle and everyday community activities.
Mitigation measures and detailed design work are unlikely
to remove all the effects upon the affected communities or
interests. Residual effects would predominate.
Moderate
Impact moderate
but liveable for
most people
These effects, if adverse, while important at a local scale,
are not likely to be key decision making issues.
Nevertheless, the cumulative effects of such issues may
lead to an increase in the overall effects upon a particular
area or on a particular resource. Noticeable adverse
change to current amenity, lifestyle and everyday
community activities but with scope for mitigation. They
represent issues where effects would be experienced but
mitigation measures and detailed design work may
ameliorate/enhance some of the consequences upon
affected communities or interests. Some residual effects
would still arise.
Low
Impact
recognisable but
acceptable
These effects may be raised as local issues, but are
unlikely to be of importance in the decision making
process. Nevertheless, they are of relevance in enhancing
the subsequent design of the project and consideration of
mitigation measures. There may be localised or limited
noticeable change to current amenity, lifestyle or everyday
community activities.
Negligible
Minimal Change
No effects or those which are beneath levels of perception,
within normal bounds of variation or within the margin of
forecasting error.
Note: Potential impact categories above can also be categorised as beneficial.
26
5.0 ENVIRONMENTAL ASSESSMENT
This section discusses the potential environmental and socio-economic impacts of the proposed development
during the construction and operational phases of the facility. Mitigation measures for minimising and/or
managing these impacts are also included. Environmental assessment and mitigation measures are MDP
requirements under Section 91 of the Airports Act 1996.
Works included in this environmental and social assessment are:


Construction and operation of the proposed DFO extension at Brisbane Airport; and
Construction and operation of the proposed Multi–level Car Park.
BAC accepts responsibility for ensuring the implementation of environmental management measures proposed to
mitigate environmental impacts identified in this MDP during the construction and operational phases. This is to
be achieved through the submission of this MDP and requiring a Construction Environmental Management Plan
(CEMP) to be prepared and implemented by the construction contractor. The CEMP will be reviewed and
approved by BAC prior to issue to the AEO.
The CEMP will be in place prior to the commencement of construction and all site personnel made aware of its
requirements. The CEMP will detail the following:







Responsibility for implementing the requirements of the CEMP and for regular site checks to ensure
effectiveness;
Training and inductions for site personnel in the requirements of the CEMP;
Mitigation measures including but not limited to those outlined in this MDP;
Monitoring requirements during the construction phase. This may include air quality, surface water and
groundwater monitoring at regular intervals during the construction period;
Emergency management procedures for example in the event of a chemical spill at the site;
Corrective actions in the event that a non-conformance is identified; and
Reporting requirements, including monitoring results and any non-conformances to BAC or the Airport
Environment officer.
During operation of the DFO extension and Multi-Level Car park, Brisbane Airport Corporation is responsible for
environmental management, monitoring and reporting.
5.1
Geology, Soils and Topography
5.1.1
Baseline Conditions
5.1.1.1
Topography
The Airport Village Precinct is a developed site that has been subject to past operational works which have
altered the site’s natural topographical profile. In its present condition the site is a flat hard stand car park with
minor falls designed for stormwater collection and conveyance.
5.1.1.2
Geology
The underlying geology of the Brisbane Airport is ascribed to the Petrie formation of Tertiary age. The formation
consists of basalt, mudstone and some minor sandstone. A detalic coastal plain overlies the Petrie Formation.
The sediments are of Quaternary age and are comprised of inter-lensing clays, silt and sand, with occasional
gravels towards the base.
5.1.1.3
Acid Sulphate Soils
The airport is situated on a coastal plain, mostly less than 5m AHD (Australian Height Datum), potential acid
sulphate soil (PASS) conditions commonly exist across the airport site. Actual acid sulphate soil (AASS) occurs
when sulphide in PASS is exposed to oxygen in the atmosphere. Consequently, it is imperative that PASS/AASS
conditions are identified at the preliminary stages of a development and are managed accordingly.
27
BAC’s approach to the management of acid sulphate soils is consistent with State Planning Policy 2/02 in that
BAC requires projects with the potential to disturb ASS, to undertake an investigation. Where ASS are identified,
a detailed ASS management plan is included as part of the required Construction Environmental Management
Plan (CEMP) for the project.
Recent Investigations undertaken in 2013 within the Airport Village Precinct and within close proximity to the site
have indicated that the imported fill material has relatively neutral acidity, while the underlying natural soil is
relatively acidic. However, on the basis of the pH screening results, the likelihood of actual ASS was considered
to be low.
5.1.1.4
Contamination
Extensive investigations of potential land contamination have been undertaken by the Commonwealth and BAC.
BAC maintains a Contaminated Sites Register (CSR) as an operational document for the management of all
suspected and confirmed contaminated sites on the Brisbane Airport site. BAC manages contaminated sites on a
risk management basis consistent with the National Environment Protection Measure (NEPM) for the assessment
of contaminated sites. Two (2) low risk sites are identified in the Airport Village precinct in the CSR.
While remediation programmes were implemented in accordance with all relevant statutory requirements, further
investigation will be undertaken of the subject areas as identified in this MDP to confirm no land contamination
and the adequacy of past remediation actions for these 2 low risk sites identified under the CSR.
5.1.2
Assessment of Impacts
The proposed development will replace an existing hardstand area with a newly constructed building.
Development of the site will involve some degree of site works including excavation for foundations and filling to
create required building platforms. The impact of the project on the sites soils during the:


Construction phase is considered a Low Risk; and
Operational phase is considered a Negligible Risk.
Potential impacts of earthworks associated with the redevelopment of the site would likely include:



Exposure of ASS [potential or actual];
Exposure of any contaminated soils; and
Erosion and sedimentation.
These potential impacts are further discussed below.
5.1.2.1
Acid Sulphate Soils
Where exposed to air and not suitably managed ASS have the potential to produce sulphuric acid, iron,
aluminium and heavy metals in soluble form which can have detrimental effects to water bodies and associated
ecological values and ecosystem services.
As with all other projects developed within the Airport Village Precinct, the potential impacts of the required
construction works on ASS (potential or actual) is considered a Low and manageable risk. During the
operational phase, it is a Negligible Risk.
5.1.2.2
Contaminated Soils
The CSR identifies 2 low risk land contamination sites in the Airport Village Precinct. Remediation works have
been undertaken within the Precinct previously and together with the extent of existing filling and earth works on
the subject site, it is anticipated that the potential impacts from land contamination during construction is Low
Risk. This will be confirmed as part of a specific site assessment for the development areas subject to the MDP.
28
5.1.2.3
Erosion and sedimentation
Erosion and sedimentation impacts during both the project’s construction phases is Low Risk and during the
operational phase - Negligible Risk. Management and control actions shall be employed to meet the
requirements of the 2009 Airport Environmental Strategy and the site-specific Erosion and Sediment Control Plan
prepared as part of the CEMP prepared to satisfy the BAC’s erosion control specification and the requirements of
SPP 4/10 Healthy Waters.
5.1.3
Mitigation Measures
The following mitigation measures are proposed to manage adverse impacts upon the site’s soils during the
project’s construction and operational phases.
5.1.3.1
Acid Sulphate Soils
Prior to commencement of the development, a site specific ASS Investigation is recommended to be undertaken
to determine the likelihood of disturbing PASS or AASS. In the event that PASS/AASS are identified, a Detailed
ASS Management is to be prepared in accordance with the Queensland State Planning Policy 2/02, Planning and
Managing Development Involving Acid Sulphate Soils.
In certain circumstances, BAC may consider alternate methodologies for the management and treatment of
PASS/ AASS
conditions following consultation with relevant bodies in line with appropriate industry
standards.
5.1.3.2
Contaminated Land
An investigation of the proposed development area will be carried out in accordance with the relevant guidelines
to confirm or otherwise that the site is not affected by any residual contamination. This will also include an
assessment of ground water movement and conditions.
5.1.3.3
Erosion and Sediment Control
Construction contractors will be required to develop a site-specific Erosion and Sediment Control Plan (ESCP)
aimed at minimising stormwater water quality impacts. These controls will be included in the CEMP and would
include, as far as practicable:













Complying with the Queensland Urban Drainage Manual and Best Practice Erosion and Sediment Control
(International Erosion Control Association);
Minimising exposed areas of soil by staging earthworks;
Establishing temporary drainage controls in the construction areas;
Establishing and maintaining silt fences;
Stockpiles of potential pollutants to be located such that potential contaminants cannot enter drainage
channels or stormwater drains;
Cleaning of equipment or vehicles will not take place in a location where wash water can enter drainage
channels or stormwater drains;
Prevent spills of polluting material, and any spills to be cleaned up and disposed of appropriately; and
Inspecting runoff treatment devices for effectiveness, especially prior to wet weather. Such devices are likely
to include:
Sediment fences along upstream and downstream edges to the site;
Dirty runoff to be prevented from leaving the site without first settling in a suitable containment area;
Education of personnel to ensure erosion and sedimentation control measures are understood and
monitored;
Monitoring of water quality impacts as appropriate; and
Re-vegetation and re-landscaping as soon as possible.
29
5.2
Ecology
5.2.1
Baseline Conditions
The site is currently developed and is used as a hardstand car park supporting the existing DFO. In recognition of
the developed nature of the site, it is considered that the site does not support any flora or fauna species of
significance. Further, it is generally considered that:


any weed species are removed from the site’s managed landscapes as part of ongoing maintenance
program; and
feral species may be present, though transient through the site.
5.2.2
The proposed development will replace an existing hardstand area with newly constructed buildings, associated
facilities and landscaped areas. During the construction phase of the project, no direct impacts will result upon
existing ecological values.
New landscaped areas provided as part of the development will be designed to satisfy the Brisbane Airport 2009
Landscape Master Plan which intends to discourage fauna from entering the site. No direct impacts on
ecological values are considered likely to occur during the project’s operational phase.
The potential for ecological impacts from the proposed development at either the construction or operational
phase is assessed as being a Negligible Risk.
5.2.3
Mitigation Measures
The following mitigation measures are proposed to manage adverse impacts upon ecological values that may
occur on the site:






No dogs or other animals will be permitted on to the site.
If native fauna is found injured on site the following procedure will apply:
Secure the animal.
Call BAC, the AEO and Wildlife Information, Rescue and Emergency Service [07 3202 0200] for instruction.
Any future landscaping on site will also be delivered in accordance with the Brisbane Airport 2009 Landscape
Master Plan which have been prepared to specifically discourage fauna, particularly birds from entering the
site.
The contractor will identify and remove any flora weed species to prevent their spread.
5.3
Hydrology and Water Quality
5.3.1
Baseline Controls
The BAC 2009 Airport Environmental Strategy and its Water Management Action Plan indicates that BAC will:
“Proactively manage water in every facet of BAC activities including delivery, development and using water ‘fit for
purpose’...and minimising the impact of Brisbane Airport operations on surface water and ground water quality.”
The Action Plan sets out the approach to maintaining the BAC Water Quality Monitoring Program, the Water
Efficiency Management Plan, and achieving water sensitive urban design (WSUD) measures into proposed
developments on the Brisbane Airport Site.
Stormwater runoff from the Airport Village Precinct is discharged into two nearby vegetated drainage channels
including Nudgee Drain and Battery Drain which flow into an existing freshwater lake. Battery Drain discharges
into Schultz Canal and ultimately into Moreton Bay.
The BAC Water Quality Monitoring Program examines the general character of the water entering and leaving
the Airport site. Surface water monitoring is undertaken at seven locations across the airport and has provided
results which indicate that quality levels are generally within acceptable limits outlined in the Airports
(Environment Protection) Regulation 1997. The nearest water quality monitoring points to the subject site are
30
located on Battery Drain located approximately 600m to east and the fresh water lake approximately 500m south
of the site.
Groundwater monitoring is also conducted for contaminated sites of which none will be affected by the proposed
works. Contaminated land investigation will provide evidence of groundwater flows, which is unlikely to affect any
neighbouring developments. Likewise for surface flows, water quality treatment measures will be managed via
vegetated swales around the catchment perimeter of DFO car park.
5.3.2
This site currently is an operational sealed car park. Redevelopment has limited likely impacts on existing
hydrology and water quality. During the short period of construction activities there is potential of sediment
runoff, but this will be addressed through control measures, refer to Section 5.1. WSUD measures will be
incorporated in the redevelopment of the site and the operational impact has been assessed as negligible.
The proposed development within the Airport Village precinct has considered:




Stormwater discharge is to the existing trunk infrastructure in adjacent roadways.
Proposal remains remain consistent with the existing Airport Village Stormwater Management Strategy, as
there is no perceivable difference in peak site runoff.
Minimum Development Levels (MDL) for the site has been established by the 2010 Master Drainage Study
and equates to the 100 year ARI Storm Surge Level +10 years ARI Local Event. The subject site is located
above the MDL (4.6m Aerodrome Datum).
Due to size of the proposed car park Stormwater Quality impacts are considered a High Risk, during both the
construction and operational phases of the proposed development. However, this is a Manageable Risk due
to existing stormwater quality control measures and compliance with the BAC Landside Stormwater Quality
Management Strategy. As such there development is considered to have negligible, if any, impact on
stormwater quality.
5.3.3
Mitigation Measures
WSUD measures will be incorporated into the detailed design of the proposed extension and car park.
Hydrological and Stormwater Quality constraints are to be addressed, such as:



Site flows to discharge points will be maintained;
Minimum Development Level (MDL) is to be applied, unless the local drainage system has higher flood level
constraints; and
Site flows will discharge to existing WSUD measures or new measures provided.
5.4
Air Quality and Odour
Air quality relevant to the Brisbane Airport is currently monitored by the Department of Environment and Heritage
Protection’s [EHP] Pinkenba station. Relevant Commonwealth Obligations pertain to:




Airports (Environment Protection) Regulations 1997 Sect. 4.01, 4.03, 4.04, 6.02, 6.03, 6.04, 6.05, 6.06,
Schedule 1;
Ozone Protection Act 1989;
National Greenhouse and Energy Reporting Act 2007 (NGER Act); and
National Environmental Protection Measure (NEPM) for Ambient Air Quality.
5.4.1
Baseline Conditions
Air Quality and Odour regulatory requirements are as stated in the Airport (Environment Protection) Regulations.
BAC reviews EHP’s air quality data on monthly basis in respect to airport operations. The monitored data
highlights that the bulk of transport related pollutants are created by heavy vehicle and passenger vehicles with
aviation contributing only 1-2% of transport related pollutants. It is considered that the most significant local point
sources of transport related emissions are the Southern Cross Way, Gateway Motorway and Airport Drive.
31
5.4.2
It is anticipated that the project will generate minimal air quality impacts through both the Construction and
Operational Phases.


Construction Phase – through potential site and building works including dust generation in initial site
preparation. Assessed as a Low Risk.
Operational Phase – additional traffic will be generated to site but will be in significant in the context of current
volumes on those local point sources as identified above. Assessed as a Negligible Risk.
5.4.3
CASA Plume Rise Assessment
The Civil Aviation Safety Authority Advisory Circular AC 139-5(1) has identified that there is a need to assess the
potential hazard to aviation posed by vertical exhaust plumes in excess of 4.3 metres per second (m/s) velocity.
The proposed uses to be accommodated within the DFO extension will include cooking activities, similar in
nature to the existing tenants. As such, an assessment of Plume Rise will be undertaken during the detailed
design phase, but based on pre-existing impacts of the current DFO, the risk from Plume Rise is considered to be
a low or Negligible Risk.
5.4.4
Mitigation Measures
The following mitigation measures are proposed to manage potential impacts of the project upon air quality:




Dust generated during the construction phase will be controlled through the CEMP;
Air-conditioning units installed to service the DFO expansion will comply with Australian Design Codes and
Building Control Regulations. The overall design of the DFO Expansion itself will also consider efficiency of
services such as air-conditioning and other energy consuming devices;
The design and construction of the proposed development will be undertaken in a manner consistent with
existing DFO centre to ensure sunlight is not reflected in a manner capable of impacting operational airspace;
and
Artificial lighting will be designed in a manner to ensure luminance levels and directions do not affect airport
operations.
5.5
Noise
BAC has developed the Brisbane Airport Landside Noise Model (BALNM), which has been purposely configured
for Brisbane Airport and fulfils the requirements set out by the Airports (Environmental Protection) Regulations
1997.
Australian Standard (AS2021-2000) ‘Acoustics- Airport Noise Intrusion – Building siting and construction’
recommends that the maximum noise level from aircraft noise inside commercial buildings and offices should be
reduced to 75dBA. The design and construction of the building on site will be consistent with the provisions of this
standard.
The DFO site is located well outside the 25 Airport Noise Exposure Forecast (ANEF) contour as mapped in the
2009 Master Plan. Further it is significantly outside the 20 ANEF contour as mapped. The Master Plan
recognises as acceptable, commercial buildings being located in areas outside (less than) the 25 ANEF contour.
The Airport Act recognises the 30 ANEF contour as being the significant noise level. The proposed development
is well removed from this noise level contour
5.5.1
Baseline Conditions
Airport Village precinct is currently exposed to varying levels of daytime background noise from the following
sources:




Southern Cross Way;
Gateway Motorway;
Airport Drive;
Low flying Aircraft during take-off and landing cycle; and
32

The Airtrain.
5.5.2
5.5.2.1
Road Traffic Noise
The Airports (Environmental Protection) Regulations 1997 specify the following:
Noise from road traffic Noise generated from road traffic on the site of an operator of an undertaking at an airport
should not exceed:


60 dB(A (24)), calculated as the equivalent continuous A-weighted sound pressure level for a 24 hour period
of measurement; and
55 dB(A(8)), calculated as the equivalent continuous A-weighted sound pressure level for an 8 hour period of
measurement from 22:00 hours on a particular day to 06:00 hours on the following day.
For the proposed DFO extension, the BALNM calculates:


The predicted road noise levels at LAeq (24hr) (estimated at 2m above ground level) for the site ranges from
50 to 55 dB as predicted at year 2029.
The predicted road noise levels at LAeq (8hr) (estimated at 2m above ground level) for the site ranges is 50
to 55 dB as predicted at year 2029.
As a result of the predicted noise level generated from road traffic for 2029 there is no direct bearing on the site.
5.5.2.2
Rail Noise
Noise from rail traffic operated at an airport should not exceed:



87 dB(A), calculated as the average maximum A-weighted sound pressure level for a period of at least 15
minutes measurement; and
60 dB(A), calculated as the equivalent continuous A-weighted sound pressure level for a 24 hour period of
measurement; and
55 dB(A), calculated as the equivalent continuous A-weighted sound pressure level for an 8 hour period of
measurement from 22:00 hours on a particular day to 06:00 hours on the following day.
For the proposed DFO extension, the BALNM calculates:


The predicted rail noise levels at LAeq (24hr) (estimated at 4.5 m above ground level) for the site ranges from
45 to 50 dB as predicted at year 2029.
The predicted road noise levels at LAmax (estimated at 2m above ground level) for the site ranges from 67 to
72 dB as predicted at year 2029.
As a result of the predicted noise level generated from rail traffic for 2029 being less than the nominated
exceedence listed then there is no additional treatment required.
5.5.2.3
Impacts on Sensitive Receptors
There are a number of sensitive receptors in proximity to the site of the proposed DFO extension including:


Residential areas in neighbouring suburb of Hendra; and
Neighbouring Accommodation Hotel within the Airport Village precinct.
It is considered that ant potential noise impacts from the proposed development either during construction or in
the operation phase will establish an indiscernible change from existing noise conditions and as such are
considered to be a Negligible Risk.
Additionally the management and minimisation of effect on the existing tenants of the DFO and visitors to Airport
Village will established through the CEMP and is accordingly considered to be a Moderate but manageable Risk.
33
5.5.3
Mitigation Measures
Noise generated during the construction and operational phases of the DFO expansion will be managed to
ensure a general duty of care to implement all reasonable and practical measures to prevent offensive noise is
complied with.
Mitigation measures are proposed to manage adverse noise impacts as a result of the construction and operation
of the DFO expansion:
Implement a Construction Noise Management Plan which will document:




proposed activities and likely noise impacts of specific work practices and equipment;
proposed methods and procedures for noise mitigation and complaint management;
restriction on the time for carrying out construction works ;and
management strategies for haulage trucks including haulage route selection, truck speeds and hours of
haulage together with noise monitoring procedures and Contractor’s obligations.
5.6
Land Use
BAC’s vision for land use and precinct development is to create integrated development clusters that capitalise
on airport assets and achieve best practice built form, landscape and open space design, with increased use of
public transport, improved access and connectivity.
5.6.1
Baseline Conditions
As outlined in Section 3 of the MDP, the DFO extension is consistent with the overall development outcomes
sought for the Airport Village precinct in that:





Airport Village is the town centre of Brisbane Airport and a potential commercial centre for the broader
Australia TradeCoast locality. Once developed, Airport Village will be a fully integrated commercial, business,
retail and leisure community. As a diverse and vibrant business centre, Airport Village will include commercial
offices, retail premises, a high quality airport hotel, child care facilities, tourist outlets, health and well being
facilities, a direct factory outlet, food and drink premises, a homemakers centre, supermarket, tavern and a
golf course. An area within Airport Village is also allocated for a possible transit interchange.
Airport Village is located near the Airport Drive entrance of the airport and is visible from Airport Drive, the
Southern Cross Way and the Gateway Motorway. An additional station for Airtrain has been planned, which
would be a further step towards a transit oriented development that encourages a higher level of public
transport use.
As the airport’s signature development, Airport Village provides a striking and distinctive contemporary
landmark, surrounded by extensive landscaping, that reflects water sensitive urban design. Clean, geometric
buildings and car parks are viewed through soft landscaping as the precinct is approached along Airport
Drive.
Within Airport Village, a range of different building functions and types coexist in a unified manner with careful
selection of colours, materials and textures. Through good urban design, Airport Village encourages
community visitation and tourism, with clear way-finding for pedestrians and cyclists, a variety of meeting
places and artwork that reflects cultural heritage.
Development of Airport Village is planned in stages over the next 20 years to facilitate further retail, business
and commercial land uses.
The BAC 2009 Master Plan has prepared land use zonings and accompanying land use tables to reflect intended
use of land across the entire Airport. The BA 2009 Master Plan predominately includes the Airport Village
precinct within the:




Major Centre zone. The outcomes sought for the Major Centre Zone include:
Enable a mix of compatible retail, business, entertainment and community uses supporting the viability of the
airport;
Integrate land uses in accessible locations so as to maximise public transport patronage and encourage
walking and cycling;
Encourage employment opportunities;
34
Enable a full range of other land uses that will provide facilities and services to meet business traveller and
tourist needs, along with the day- to- day needs of the local workforce; and
Achieve a balance of built form and landscape to minimise adverse environmental impacts, and maintain the
safe and secure movement of people.


5.6.2
The proposed expansion of the DFO aligns with the outcomes sought by the Brisbane Airport 2009 Master Plan
as the development and future use of the site is for additional retail premises, shops, commercial offices, food
premises and car park. In this context, it is considered that the proposed DFO expansion is:
Consistent with the intent of the BA 2009 Master Plan;
Consistent with the overall outcomes sought for the Airport Village Precinct;
Consistent with the outcomes sought for the Major Centre zone; and
Consistent and complementary with existing and future surrounding land uses.




As such, Land Use impacts associated with the project are considered to be a Low Risk.
5.6.3
Mitigation Measures
Recognising the compatibility of the proposed DFO expansion with the BAC 2009 Master Plan and existing and
future surrounding land uses, it is considered that no mitigation measures are required.
5.7
Economic Impacts
5.7.1
Baseline Conditions
2
The DFO expansion is an approximate addition of 4,700m to an existing retail centre at Airport Village in the
inner North Eastern suburbs of Brisbane and is part of the retail network which services the Brisbane Airport and
surrounding suburbs. By its nature, the DFO services a catchment that extends across the Brisbane metropolitan
area, attracting customers from most part of metropolitan Brisbane and further north.
2
The Airport Village DFO (21,307 m ) is one of two only two larger scale outlet centres in Brisbane (the other is in
2
2
Jindalee [17,000 m ]) while there is a large centre at Harbour Town (59,465 m ) on the Gold Coast. These outlet
centres stock fashion and lifestyle products which are typically seconds or out of season and therefore offer a
significant discount to the premium price that they would otherwise attract.
The extension to the DFO represents an approximate 20% increase in retail floor space at the centre. In
2
addition, an expansion of the food offering at the centre is planned with an expansion of 600m of retail plaza and
1
alfresco dining plaza making an overall increase of approximately 22% in retail floor space. The retail centres
within a 5 kilometre radius of the DFO are identified below:
5.7.1.1
Centro Toombul
Centro Toombul is the closest regional shopping centre to Airport Village, located approximately 2 kms to the
north-west. Anchored by Target and Kmart Discount Department Stores (DDS) and Coles, Bi-Lo and Aldi
22
supermarkets, the centre has a retail GLA of 43,730m . The non-supermarket component of retail floor space is
2
estimated at 31,500m .
For Centro Toombul the main drawcard to the centre is its wide range and variety of stores and the presence of
two full-line supermarkets.
1
Floor space figures for Centro Lutwyche Ascot and Harbour Town are sourced from Queensland Shopping Centre Directory, 2012 published by
the Property Council of Australia. Other floor space data is sourced from published information or site inspections.
2
http://visit.federationcentres.com.au/centres/QLD/Toombul.aspx accessed 2 May 2013
35
5.7.1.2
Centro Lutwyche
Centro Lutwyche (approximately 5km west) is a supermarket based centre with two major tenants – Coles and
2
Aldi – and a range of specialty shops as well as the Albion Hotel. Centre has retail GLA of 10,340m and a further
2
2
8,046m of office tenancies. The non-supermarket component of the centre comprises approximately 7,000m .
5.7.1.3
Nundah
2
Nundah Village (approximately 2.5km to the north west) was built in 2007 and has a 3,800m Woolworths
Supermarket and fourteen specialty retailers and food outlets and is located close to Nundah railway station.
5.7.1.4
Ascot
Racecourse Road in Ascot is a prominent café / restaurant street that serves an upmarket part of Brisbane and is
situated approximately 2.2km south west of the Airport Village. The strip includes Coles and Woolworths Metro
supermarkets, whilst apparel and home wares are also well represented. The strip would serve a small dedicated
market.
Also located in Ascot, on Alexandra Road, and within the secondary east sector is a small convenience centre
anchored by a Spar supermarket. With only limited supermarket competition, it is assumed that the supermarket
serves a local market.
5.7.1.5
Other -
Albion
A retail precinct within Albion is focused along Sandgate Road, north of its intersection with the Albion Overpass
with a relatively high provision of restaurants and cafes, in addition to a high proportion of non retail uses within
2
2
this precinct. It is estimated that the Albion precinct contains around 5,800m GLA, including 3,250m of retail
specialty shops.
Clayfield
A retail strip is situated in Clayfield (Sandgate Road), which includes a high proportion of cafes and restaurants.
Portside
Portside Wharf in Hamilton includes an IGA Supermarket, restaurants, cinemas, a fresh food market and
specialty retail shops serving the nearby residential development and the planned Northshore Hamilton
redevelopment area.
Hamilton Harbour
2
Hamilton Harbour is a planned 5,000m centre located within a short distance of Portside Wharf, and includes a
2
Woolworths Supermarket (1,226 m ) with dining and lifestyle retailing to service the growing population of
Northshore Hamilton.
36
FIGURE 3: RETAIL CENTRES WITHIN 5 KM OF AIRPORT VILLAGE
5.7.2
The DFO format is one which attracts a shopper looking for a destination and leisure experience, capitalising on
day-tripper and tourist markets. This type of retailing draws on a much wider catchment than the typical fashion
and specialty retail typically found in retail centres. Outlet shopping formats such as the Gold Coast Harbour
Town and Airport Village DFO draw on a wide catchment. For example, Harbour Town draws on day-trippers
from Brisbane, particularly Brisbane South as well as the Redlands, Logan, Gold Coast and visitors staying on
the Gold Coast.
The Airport Village location provides this destination and leisure environment particularly with linkages to the
Airport domestic and international terminals, with careful planning and a selected mix of retail tenants and
facilities that encapsulate a unique leisure and retailing atmosphere.
2
The planned expansion of the DFO is 4,700m which represents an increase of around 20% of its current floor
space. In turn it represents an increase in the non-supermarket retail offer (excluding office space) in the 5
kilometre catchment of around 8% of the current total floor space.
This expansion is planned at a time when the contributors to demand are experiencing growth. For example, the
growth in employment at the airport has surged over the period since 2007 when the most recent expansion to
the DFO occurred with an expected increase over the period to mid 2013 of approximately 6,700 (a 48%
increase). See below.
37
TABLE 3: GROWTH IN EMPLOYMENT AT BRISBANE AIRPORT 2007 – 2013
YEAR END JUNE
2007
2008
2009
2010
2011
2012
2013*
TOTAL JOBS
13,900
15,600
16,400
18,100
18,700
19,700
20,600
* Estimate -
Source: BAC 2013
Current projections are for further growth in employment over the period to 2021 at around 5.6% per annum to
32,520.
In addition, there is potential for considerable potential for growth in retail demand at Airport Village from growth
in visitors to the airport associated with increased passenger numbers through the Brisbane Airport. Passenger
numbers have increased significantly growing 4.6% over the 2012 financial year to reach 21 Million. A similar
growth rate is predicted over the next 10 years with numbers estimated to reach approximately 36 Million by
2023.
This growth in potential market at the Airport is also complemented with an overall rate of population growth in
Brisbane and in the immediate catchment of inner north east Brisbane from 2011 – 2021 of around 11,100
people, an increase of approximately 15%.
TABLE 4: PROJECTED POPULATION BY SAL 2, BRISBANE AIRPORT LOCALITY, 2011 TO 2031
Statistical Area
2011
2016
2021
2026
2031
Growth
2011-21
Growth
2011-31
Albion
2,749
3,381
3,964
4,421
5,026
1,215
2,277
Ascot
5,341
5,497
5,608
5,632
5,612
267
271
Brisbane Airport
62
83
84
85
82
22
20
Level 2
Clayfield
10,577
10,957
11,281
11,526
11,540
704
963
Eagle Farm Pinkenba
301
1,069
2,724
4,920
7,797
2,423
7,496
Geebung
4,496
4,603
4,623
4,584
4,479
127
-17
Hamilton (Qld)
4,985
5,819
6,163
6,237
6,313
1,178
1,328
Hendra
4,626
4,732
4,759
4,733
4,650
133
24
Northgate - Virginia
6,429
6,910
7,078
7,079
6,984
649
555
Nudgee - Banyo
8,727
9,354
9,453
9,322
9,072
726
345
Nundah
10,056
10,429
11,068
11,616
11,675
1,012
1,619
Wavell Heights
9,575
9,658
9,673
9,575
9,360
98
-215
Wool’win - Lutwyche
8,901
9,202
11,460
14,078
15,841
2,559
6,940
Brisbane
Airport
Catchment Region
76,826
81,694
87,939
93,808
98,432
11,113
21,606
Note: Based on Australian Bureau of Statistics, Australian Statistical Geography Standard (ASGS), July 2011.
Source: Queensland Government population projections, 2011 edition (medium series), Office of Economic and Statistical
Research, Queensland Treasury and Trade
This additional population growth is likely to sustain further retail growth in other centres in proximity to the
Airport.
The proposed extension to the DFO outlet represents a relatively small growth (8%) in the supply of nonsupermarket retail in the immediate catchment area for Airport Village. This, together with the continued growth
in potential market both within the airport (from growth in airport based employment and visitors associated with
38
growth in passenger numbers) and population growth in the wider catchment suggests that this development will
only have a minor or negligible impact on retailing in centres in the Catchment area.
The planned extension is not adding any new retailing formats e.g. Discount Department Stores or the like and
will not be providing a greater diversity that could potentially impact on the existing retail offer in the Catchment.
The proposed development is an extension to an existing retail offer that is considered to be a supporting facility
of Brisbane Airport operations. It will have low or negligible impact on the existing retail operators in the
Catchment and will result in an increase in retail space for a highly successful retail destination.
5.7.2.1
Employment Impacts of Extension of Airport Village Retail Centre
The planned construction of the extension to the Airport Village will contribute direct employment benefits
3
estimated at approximately 220 jobs based on the planned construction for the project. It is also estimated that
the additional retail outlets in the Outlet Centre will employ up to 125 persons including full time, part time and
casual workers, or a full-time equivalent of around 90 persons.
5.7.3
Mitigation Measures
No mitigation measures are identified as the proposed development is considered to have little or negligible
impact on the existing retail operators in the Catchment.
5.8
Landscape
Brisbane Airport 2009 Landscape Master Plan sets out principles and objectives relating to landscape
sustainability, landscape values and the open space network which support the development of the various
Airport Precincts.
The Airport Village precinct is identified in this Plan as an area with high public exposure and a priority for
landscape and open space planning. The landscape values and intents are defined and will be used to guide the
site treatment implemented as part of the DFO extension.
5.8.1
Baseline Conditions
The Airport Village site has been progressively landscaped as various land use and developments have
established. Airport Village’s existing development and complementing landscape largely aligns with the
outcomes sought by the BA 2009 Landscape Master Plan.
The DFO expansion site currently functions as a car park, and incorporates some landscaping treatments that
are designed and planted in accordance with the outcomes and species sought by the BA 2009 Landscape
Master Plan.
5.8.2
The proposed expansion of the DFO includes the redevelopment of the existing car park and therefore the
removal of existing landscaping. The new development is proposed to include landscaping. Therefore the impact
of the DFO expansion on the Airport Villages landscape character is assessed as a Low Risk during the
Construction Phase and Negligible Risk for the Operations Phase.
5.8.3
Mitigation Measures
The proposed development will incorporate landscaping treatments that will be designed and planted in
accordance with the outcomes and species sought by the BA Landscape Master Plan 2009. Further resolution of
the actual landscaping and species composition will be resolved at the detailed design stage.
3
Source: NSW Treasury Research and Information Paper Employment - Support paper to the NSW Treasury Policy and Guidelines Paper
Guidelines for Estimating Employment Supported by the Actions, Programs and Policies for the NSW Government (TPP09-7)
39
5.9
Cultural Heritage
The Queensland Heritage Act 1992 provides for the conservation of Queensland’s cultural heritage for the benefit
of the community and future generations. The Queensland Heritage Register provides a list of places of cultural
heritage significance to Queensland that are protected and managed in accordance with the Queensland
Heritage Act 1992 for present and future generations.
The Brisbane City Council’s City Plan Register lists places of cultural heritage significance in Brisbane.
5.9.1
Baseline Conditions
There are no known indigenous or non-indigenous cultural heritage sites listed on the Queensland Heritage
Register or the City Plan Register identified in the Airport Village precinct.
5.9.2
Redevelopment of the Airport Village for the proposed DFO expansion will not result in any impacts on
indigenous or non-indigenous cultural heritage sites. Accordingly, potentially impacts on Cultural heritage are
considered a Negligible Risk.
5.9.3
Mitigation Measures
No mitigation measures are required as the proposed DFO expansion will not have an impact upon a cultural
heritage site.
5.10
Waste
Under the 2009 Airport Environment Strategy, the action plan for waste management seeks to achieve the
sustainable management of waste through initiatives such as waste minimisation and segregation of waste and
recycling.
5.10.1
Baseline Conditions
The Environment Protection Act 1994 and the Environmental Protection (Waste Management) Policy 2000
provide the applicable waste legislation at the airport. Monitoring of waste generation is a key component of the
action plan and has contributed to environmental inspections of high risk tenants by BAC.
The DFO’s waste management plan and waste contract and collection arrangements will continue with the
proposed development commencing operations.
5.10.2
Construction waste will be generated through site works and the building program. Collection, storage and
disposal of construction waste will be managed to avoid impact or nuisance on and off the identified development
site in accordance with the CEMP. Additional waste generation will occur with the commencement of the
operations and will be managed to satisfy the 2009 Airport Environmental Strategy. Accordingly, the impact of
waste generation is considered to be a Low Risk for both the construction and operation phases.
5.10.3
Mitigation Measures
Appropriate measures are to be employed to satisfy the sustainable management of waste in accordance with
the Airport Environmental Strategy. The existing DFO building has been designed to accommodate subsequent
stages therefore sufficient space has been allowed for plant, equipment and other utility areas. Existing waste
facilities are adequate and provide redundancy to allow for expansion. A comprehensive assessment of the
waste generation of the project will be undertaken as part of the detail design phase.
40
5.11
Traffic and Parking
5.11.1
Baseline Conditions
Access to the existing DFO is via The Circuit and The Boulevard from Airport Drive which can be accessed via
the East West Arterial Road from the west and east, and Southern Cross Way from the north and south. There is
also a connection to The Circuit and The Boulevard from Lakeside Road which connects to Lomandra Drive to
the east.
5.11.1.1 Parking and Circulation
2
The approximate 4,700m Net Lettable Area (NLA) retail expansion to the existing DFO is an approximate 22%
2
increase in the existing NLA and will result in a total NLA of approximately 26,000m . The proposal also includes
2
2
an addition of approx. 600m of retail / alfresco dining and approx. 600m of commercial office space. There are
currently a total of 2,129 parking spaces provided on the site, equating to a parking rate of approximately 1 space
2
2
2
per 10m NLA for the existing 21,307m NLA. This equates to approximately 1 space per 11m GFA for existing
2
23,440m GFA.
The proposal includes plans to replace the existing north-eastern car park of 557 spaces with a four level multilevel car park with 1160 parking spaces. Thus the DFO and office area will have a total combined parking
provision of 2,732 parking spaces. During weekdays, the upper levels of the multi-level car park will be access
restricted to ensure use by staff of the new office development while the lower floors will be open to the public for
use by DFO and the retail / alfresco dining area. On weekends, the entire multi-level car park will be available for
use by the public without access restriction.
Therefore, on weekdays, the DFO and retail / alfresco dining area will have a parking provision of 1,847 spaces,
2
at a rate of 6.25 spaces for every 100m GFA while on the weekend the parking rate will be 10 spaces for every
2
100m GFA. The Brisbane Airport Development Control Document specifies a requirement for parking at 5
2
2
spaces per 100m GFA for Shops and Restaurants. The application of these rates to the proposed 26,000m
GFA, results in a requirement of approximately 1,300 spaces. The total combined parking provision of 2,732
parking spaces is considered adequate; in comparison with the parking requirements specified within the
2
Brisbane Airport Development Control Document for retail developments at 5 spaces per 100m GFA.
The multi-level car park includes provision for 12 spaces for people with a disability (PWD). At a rate of 1 PWD
space for every 100 parking spaces, this is considered acceptable by the Brisbane Airport Development Control
Document and the Building Code of Australia. The PWD parking spaces are designed in accordance with the
requirements of Australian Standards 2890 Parking Facilities Part 6: Off-street parking for people with disabilities.
Circulation within the proposed new multi-level car park is consistent with the requirements of Australian
Standards 2890 Parking Facilities Part 1: Off-street car parking (AS2890.1) with parking spaces at 2.6m wide and
5.4m long with up to 6.6m wide aisles.
5.11.1.2 Staff Vehicle Movements
Due to the DFO trading hours from 10am to 6pm daily, staff for the DFO and the retail / alfresco dining
component of the proposal will arrive at the site after the weekday peak period on the road network and will
depart after the weekday peak period.
Staff for the office development are expected to arrive at the site during the weekday morning peak period and
2
leave during the weekday evening peak period from Monday to Friday. The approx. 600m GFA of commercial
office space is expected to generate 12 trips in the AM and PM peak periods. During the AM peak period, it is
expected that 80% of these trips (10 vehicles) will be vehicles entering the site and 20% (2 vehicles) will be
exiting the site while the reverse is expected in the PM peak period.
5.11.1.3 Service Vehicle Movements
Servicing for the site will occur within the existing loading docks on the western edge of the DFO. Access to these
loading docks is via The Circuit and The Boulevard.
41
5.11.1.4 Public Transport
The site is currently serviced by TransLink buses; the 590 which travels from Toombul to Garden City via Airport
Village and the Aviation Precinct, Metroplex and Carindale. The recently changed 369 route stops at Toombul
from Mitchelton, with interchange to the 590. Bus services frequent the Airport Village precinct at approximately
15 to 30 rates throughout the day.
A free shuttle bus also runs from between the international airport and the shops at DFO every 20 minutes
between 6:30am and 6:30pm for use by airport passengers, shoppers and staff that use the Airtrain to access the
airport. Airtrain offers discounted tickets for workers within the Airport Village precinct.
5.11.1.5 Proposed Vehicular Access Arrangements
Access to the DFO will be maintained from Airport Drive via The Circuit and The Boulevard. Access to the southeastern parking area will be maintained via the existing access point from 9th Avenue, and access to the
proposed new multi-level car park will be provided via two accesses on 9th Avenue to the east and The Circuit to
the north. A proposed set-down area for 9th Avenue west of the existing bus stop facilities will be further
investigated to confirm it if is necessary for passenger drop-off or bus lay down. The addition of the passenger
set down area and median will further reinforce the function of 9th Avenue as a local access road with a low
speed traffic environment.
5.11.1.6 Service Facilities
Servicing for the site will occur within the existing loading docks on the western side of the existing DFO building.
No additional servicing bays are proposed as a part of this development. There are currently sufficient loading
bays to cater for the following number of service vehicles at any one time:

4 Vans;

6 Small Rigid Vehicles (SRV) or Medium Rigid Vehicles (MRV);

1 Large Rigid Vehicle (LRV); and

1 Articulated Vehicle (AV).
Refuse collection for the DFO, retail / alfresco dining and commercial office space will occur at the existing refuse
collection area on the western side of the existing DFO building.
5.11.2
2
2
The traffic impact of the proposed net addition of approximately 4,700m NLA retail, approximately 600m GFA of
2
retail / alfresco dining and approximately 600m GFA of commercial office space on the operations of the road
network within Airport Village has been assessed as a part of the Traffic Investigation & Analysis for the Airport
Village Master Plan undertaken for the Brisbane Airport Corporation. The traffic generation and intersection
analysis undertaken within the Master Plan report has been compared to the traffic generation and potential
impact of the current proposal to ensure that the existing road network has sufficient capacity.
As the opening hours of DFO occur outside the typical weekday AM peak period; only the weekday PM peak
period and Saturday peak periods have been assessed as a part of this analysis.
5.11.2.1 Development Generated Traffic
The trip generation of the proposed development has been calculated using New South Wales RTA’s Guide to
Traffic Generating Developments. These trip generation rates are based on Gross Floor Area (GFA) and not
NLA. The equivalent GFA for the proposed development and the trip generation for the proposed development
are shown in Table 5.
42
TABLE 5: TRIP GENERATION OF DFO EXTENSION
Development
Component
Peak Hour
Rate
Trips per
2
100m
GFA
Size
Traffic Generation
2
(m
GFA)
Weekday
PM peak
Saturday
peak
In
Out
In
Out
Retail
5.7 / 5.9
5,165
152
152
193
193
Retail /
Alfresco
Dining
5
660
17
17
17
17
Commercial
Office
2
660
7
26
-
-
176
195
210
210
Total
5.11.2.2 Intersection Analysis
A SIDRA analysis of both intersections has been undertaken for both the weekday PM peak and the Saturday
peak to analyse the impact of the traffic generated by the proposed development on the following intersections:

The Circuit / The Boulevard / Lakeside Drive; and

The Boulevard / 9th Avenue.
Background traffic and directional distribution for these intersections has been based on the traffic surveyed as a
part of the Master Plan analysis.
These analyses confirm that the two roundabout intersections will continue to operate to a level of service ‘A’ with
the addition of the proposed DFO extension
A second analysis was undertaken for The Boulevard / The Circuit / Lakeside Road intersection with the addition
2
of the remainder of the Stage 1 development of the Airport Village precinct, that being an additional 14,400m
GFA of commercial office space in The Circuit. The proposed commercial office building is expected to generate
an additional 58 trips into the Airport Village precinct and 230 trips out of the precinct during the weekday evening
2
peak period at the rate of 2 trips per 100m GFA.
This analysis further confirmed that the two roundabout intersections will continue to operate to a level of service
‘A’ with the addition of the proposed DFO extension, along with the proposed office building as a part of the
development of 1 of the Airport Village Precinct Master Plan. The results of these intersection analyses are
consistent with the analysis undertaken for the Master Plan.
5.11.2.3 External Road Network Connections
Access to the proposed DFO development will be via The Circuit and Airport Drive, within BAC’s internal road
network. Airport Drive provides a connection between the BAC’s network and the local Brisbane City Council and
Transport and Main Roads road networks at the fast diamond interchange with the East West Arterial and the
Gateway Motorway overpass. The addition of the traffic generated by the proposed DFO extension is not
expected to have an adverse impact on the operations of these intersections as it adds less than 1% of the total
weekday peak demands.
Based on these considerations the risk of traffic impacts from the proposal is considered to be Low.
5.11.3
Mitigation Measures
43
The proposed DFO extension is not expected to result in adverse impacts on the surrounding road network within
the Airport Village precinct. As such, no mitigation measures are required. During construction and through
stakeholder consultation, temporary construction, pedestrian, vehicle access and parking arrangements will be
planned to minimise possible impacts on the existing facility and surrounding immediate businesses. As this is a
complex task, it is proposed that the level of detail required in confirming operational management plans will be
part of the detail design phase of the project.
5.12
Hazardous Goods
The management of hazardous goods must be in accordance with the Queensland Work Health and Safety Act
2011 (the WHS Act) which regulates dangerous goods and major hazard facilities and replaces the now repealed
Queensland Dangerous Goods Safety Management Act 2001. It is not anticipated that this will be applicable to
the proposed development.
5.13
Aviation Safety
5.13.1
Prescribed Airspace
Certain airspace around Brisbane Airport (known as ‘prescribed airspace’) is protected under the Airports
(Protection of Airspace) Regulations 1996.
The Obstacle Limitation Surfaces plan indicates the maximum allowable height of any obstacle relative to the
OLS planes. Any obstacle close to or penetrating the OLS may need to be marked and/or lit in accordance with
CASA requirements. The proposed development has a maximum height of 14m above current ground level, well
below the prescribed OLS of 47.5m AHD.
5.13.2
Airport Navigation and Radar Systems
Based on the proposed land uses and the maintenance of a maximum building height of approximately 14m, the
proposed development is assessed as having a Negligible Risk on existing or future airport navigation or radar
systems.
5.13.3
Flight Paths
Based on the maximum building height of approximately 14m, the proposed development is assessed as having
a Negligible Risk on existing or future airport flight paths.
5.13.4
Lighting and Reflection
Lighting will comply with Australian Standards and requirements of BAC, CASA and Airservices Australia. In
particular, there will be no spill of light above the horizontal which could form a hazard for landing aircraft.
The design and construction of the proposed development will be undertaken in a manner similar to the existing
DFO centre to ensure sunlight is not reflected in a manner capable of temporarily blinding pilots. Similarly,
artificial lighting will be designed in a manner to ensure luminance levels and directions do not hinder pilots or
airport operations. The proposal will ensure that lighting of the development will meet the appropriate standards
including Part 139 of the Manual of Standards – Aerodromes MOS "lighting within the vicinity of aerodromes".
44
6.0 BUILDING SUSTAINABILITY
6.1
Water Efficiency
Measures to reduce water use in the proposed development may include:
6.2

Use of existing infrastructure for roof water capture, including storage for use on site – landscape
management, flushing sanitary fittings;

Use of native, drought resistant and salt tolerant plant species in landscaping; and

Inclusion of WSUD elements such as litter traps and infiltration devices.
Energy Efficiency
The building will be designed having regard to the mandatory performance requirements and applicable optional
‘deemed to satisfy’ provisions of ‘Volume 1 Section J – Energy Efficiency’ of the BCA and will satisfy the criteria
established for as appropriate for Classes of building. The design will also consider the relevant Federal
Government obligations for energy efficiency and sustainable design including the Airports (Environmental
Protection) Regulations 1997 and the National Greenhouse and Energy Reporting Act 2007.
During the design process BAC will investigate means of adopting energy efficiency techniques in the building
design potentially including smart metering installation, artificial lighting and efficient light fixtures and the like.
In the operational phase, energy auditing will be undertaken to look at ways of providing continuous improvement
to energy consumption within the DFO development that is in accordance with the Brisbane Airport Development
Control Document.
45
7.0 SUMMARY OF IMPACTS
This environmental assessment component of the MDP has been undertaken to meet the requirements of
Section 91 (1) (h) of the Airports Act 1996. Table 6 provides a summary of the potential environmental and social
impacts considered in the assessment.
TABLE 6: SUMMARY OF ENVIRONMENTAL AND SOCIAL IMPACT
Section
Environmental and Social Factors
Impacts
Construction
Operation
Low
Negligible Risk
Negligible Risk
Negligible Risk
5.1
Geology, Soils and Topography
5.2
Ecology
5.3
Hydrology and Water Quality
Low
Low
5.4
Air Quality and Odour
Low
Negligible Risk
5.5
Noise
Negligible Risk
Negligible Risk
5.6
Land Use
Low
Low
5.7
Landscape
Low
Negligible Risk
5.8
Social and Economic Issues
Negligible Risk
Negligible Risk
5.9
Cultural Heritage
Negligible Risk
Negligible Risk
5.10
Waste
Low
Negligible Risk
5.11
Traffic and Parking
Low Risk
Low Risk
5.12
Hazardous Goods
Negligible Risk
Negligible Risk
46
8.0 REFERENCES
47
APPENDIX A: EXISTING SITE PLAN
APPENDIX B: PROPOSAL PLANS
APPENDIX C: AIRPORTS ACT REQUIREMENTS FOR MAJOR DEVELOPMENT PLAN
This Appendix indicates the requirements under Section 91 of the Airports Act 1996 for the contents of an MDP
and demonstrates that this MDP is consistent with these requirements.
CONTENTS OF A MAJOR DEVELOPMENT PLAN
SECTION(S) OF MDP
(1A) The purpose of a Major Development Plan in relation to an airport is to establish the details
of a major airport development that:
a) relates to the airport; and
2.2
2.3
b) is consistent with the airport lease for the airport and the final master plan for the airport.
3.3
3.4
(1) A Major Development Plan, or a draft of such a plan, must set out:
a) The airport lessee company’s objectives for the development; and
2.2
b) The airport-lessee company’s assessment of the extent to which the future needs of civil
aviation users of the airport, and other users of the airport, will be met by the development; and
3.3
5.7
c) a detailed outline of the development; and
2
ca) whether or not the development is consistent with the airport lease for the airport; and
3.3
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
3.4
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
5.5
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
5.13
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
3
2.4
5.5
5.13
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
N/A
ga) the likely effect of the proposed developments that are set out in the Major Development
Plan, or the draft of the Major Development Plan, on:
3.6
5
5.7
5.11
(i) traffic flows at the airport and surrounding the airport; and
(ii) employment levels at the airport; and
(iii) the local and regional economy and community, including an analysis of how the proposed
developments fit within the local planning schemes for commercial and retail development in the
adjacent area; and
h) the airport lessee company’s assessment of the environmental impacts that might reasonably
be expected to be associated with the development; and
5
j) 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
5
6
7
k) if the plan relates to a sensitive development - the exceptional circumstances that the airportlessee company claims will justify the development of the sensitive development at the airport;
and
N/A
l) such other matters (if any) as are specified in the Regulations.
3

DIRECT FACTORY OUTLET EXTENSION

Transcription

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