ESSENDON AIRPORT HOTEL DEVELOPMENT Major... · ESSENDON AIRPORT HOTEL DEVELOPMENT ... 5.3.1 Traffic...
Transcript of ESSENDON AIRPORT HOTEL DEVELOPMENT Major... · ESSENDON AIRPORT HOTEL DEVELOPMENT ... 5.3.1 Traffic...
| Introduction 2
ESSENDON AIRPORT HOTEL DEVELOPMENT
MAJOR DEVELOPMENT PLAN
APPROVED 27 NOVEMBER 2014
Figure 1: Essendon Airport aerial view with site of proposed hotel indicated.
Indicates location of hotel
Foreword
Essendon Airport Pty Ltd (EAPL) is pleased to present this Major Development Plan for the development of a hotel complex on the airport. Essendon Airport remains a vital aviation resource for Melbourne and regional Victoria. It continues to provide excellent facilities to the aviation industry, with a special emphasis on Police and Emergency Services, flight support and the corporate aviation market. In addition, landside development at the airport offers the opportunity to create an integrated business environment unlike anything else in Melbourne. Since privatisation of the airport in 2001, EAPL has demonstrated its commitment to establishing a commercially viable, safe and functional general aviation facility which meets the needs of projected aviation requirements whilst utilising the property’s strategic land holdings for high quality commercial development. This Major Development Plan proposes EAPL’s single largest commercial development investment to date, to create a high quality hotel and conference facility which will enhance the experience of travellers and airport users as well as offer latest-generation facilities to the surrounding community. EAPL has prepared this Major Development Plan following a public exhibition process and after giving due regard to all written comments received. This Major Development Plan was approved on 27 November 2014 by the Deputy Prime Minister and Minister for Infrastructure and Regional Development, the Hon Warren Truss MP. Sincerely, Chris Cowan Chief Executive Officer Essendon Airport Pty Ltd
TABLE OF CONTENTS
Executive Summary ………………………………….. 1 1.0 Introduction ……………………………………….. 2 1.1 Essendon Airport …………………………………… 2 1.2 The proposal …………………………………………. 3 1.3 Proponent details ………………………………….. 3 1.4 Objectives ……………………………………………… 4 1.4.1 Objectives for the development ……… 4
2.0 Major Development Plan Process ………… 5 2.1 Reasons for this major development plan. 5 2.2 Content of a major development plan……. 6 2.3 Indicative timelines ……………………………….. 7 2.4 Public consultation ………………………………… 8 2.4.1 Approach to consultation ……………….. 8 2.4.2 Stakeholder consultation ………………… 9 2.4.3 Views of Civil Aviation Safety Authority
and Airservices Australia …………………. 9 2.4.4 The public comment period ……………. 10
3.0 Project Description ……………………………… 11 3.1 Location ………………………………………………… 11 3.2 Subject site ……………………………………………. 11 3.3 Needs of users of the airport …………………. 13 3.3.1 Civil aviation users ………………………….. 14 3.3.2 Other users of the airport ……………….. 16
3.4 Hotel ……………………………………………………… 19 3.4.1 Design concept ………………………………. 19 3.4.2 Hotel specifications and facilities …… 21 3.4.3 Building height ……………………………….. 21 3.4.4 Building material and finishes ………… 22 3.4.5 Risk and hazard management ………… 22 3.4.6 Equity of access ………………………………. 22
3.5 Building services and facilities ……………….. 23 3.6 Landscaping and site planning ………………. 23 3.7 Signage ………………………………………………….. 24 3.8 Construction ………………………………………….. 25 3.9 Operation and maintenance …………………. 25 3.10 Impact on aviation ………………………………. 25 3.10.1 Prescribed airspace ………………………. 25 3.10.2 Wind shear …………………………………… 26 3.10.3 Navigational aids and radar ………….. 26 3.10.4 Line of sight …………………………………… 27
3.10.5 National Airports Safeguarding Framework ………………………………………………. 27
3.11 Management of aircraft noise intrusion.. 28 4.0 Environment and Heritage …………………… 29 4.1 Approach to assessment ……………………….. 29 4.4.1 Sources of information ……………………. 29 4.1.2 Environmental impacts …………………… 29 4.1.3 Management of environmental issues
during construction …………………………. 29
4.2 Site conditions ………………………………………. 30 4.2.1 Soil conditions ………………………………… 30 4.2.2 Site contamination …………………………. 30
4.3 Hydrology and Water Quality ………………… 31 4.3.1 Hydrology ……………………………………….. 31 4.3.2 Groundwater ………………………………….. 32
4.4 Noise and vibration ……………………………….. 32 4.4.1 Construction noise ………………………….. 32 4.4.2 On‐airport noise ……………………………… 32
4.5 Wind ……………………………………………………… 33 4.6 Air quality ……………………………………………… 33 4.7 Flora and fauna ……………………………………… 34 4.8 Waste management ………………………………. 34 4.9 Visual impact and landscape ………………….. 35 4.10 Cultural heritage ………………………………….. 36 4.10.1 European heritage ………………………… 36 4.10.2 Indigenous heritage ………………………. 36
4.11 Potential construction impacts of the project …………………………………………………. 37
4.11.1 Construction traffic ………………………….. 37 4.11.2 Pedestrians ……………………………………… 37 4.11.3 Water quality …………………………………… 37 4.11.4 Air quality and dust management ……. 37 4.11.5 Erosion and sediment control ………….. 38 4.11.6 Airport operations …………………………… 38 4.11.7 Construction waste ………………………….. 38 4.11.8 Hazardous materials ………………………… 38 4.11.9 Cultural heritage ……………………………… 38
4.12 Environment Management System …….. 39 4.13 Environmentally sustainable building
design initiatives…………………………………… 39 5.0 Car Parking and Traffic Flows ………………. 40 5.1 Road network and public transport links .. 40 5.1.1 External Road network ………………………. 40 5.1.2 Trams ………………………………………………… 41 5.1.3 Buses …………………………………………………. 41 5.1.4 Train ………………………………………………….. 41
5.1.5 Taxi ……………………………………………………. 41 5.1.6 Internal road network………………………… 41
5.2 Car parking ……………………………………………. 42 5.2.1 Hotel guests ………………………………………. 42 5.2.2 Conference facility …………………………….. 42 5.2.3 Hotel employees ……………………………….. 43 5.2.4 Nomad Street car park ………………………. 44
5.3 Traffic flows …………………………………………… 44 5.3.1 Traffic flows associated with the hotel proposal ………………………………………………….. 44 5.3.2 Traffic flows associated with the longer term growth of Essendon Airport ……………..45
5.4 Vehicle access ……………………………………….. 46 5.4.1 Vehicle access for hotel guests ………. 46 5.4.2 Vehicle access for conference facility 46 5.4.3 Service vehicle access …………………….. 46
5.5 Pedestrian and bicycle access ……………….. 47 6.0 Community and Economic Impact ……….. 48 6.1 Employment ………………………………………….. 48 6.2 Economic Impact …………………………………… 49 6.3 Social impact …………………………………………. 50 7.0 Statutory Context ……………………………….. 51 7.1 Commonwealth environmental impact
assessment ………………………………………….. 51 7.2 Development and building approvals …….. 52 7.3 Consistency with the state planning
schemes ………………………………………………. 52 7.3.1 Consistency with Plan Melbourne
Metropolitan Planning Strategy ………. 53 7.3.2 Consistency with Moonee Valley
Planning Scheme ……………………………… 55 7.3.2.1 State Planning Policy Framework … 55 7.3.2.2 Local Planning Policy Framework …. 57 7.3.3 Conclusion ………………………………………. 58
7.4 Master Plan ………………………………………….. 59 7.5 Consistency with Land Use Plan ……………. 59 7.6 Environment Strategy …………………………… 60 7.7 Airport Lease …………………………………………. 61
7.8 Pre‐existing interests …………………………….. 61 8.0 References ………………………………………….. 62 Appendices Appendix A – Consistency of the MDP with statutory requirements ……………………………….. 63 Appendix B – Hotel Concept Plans ………………. 65 Appendix C – Conditions of Ministerial Approval …………………………………………………………………….. 74 List of Figures 1. Essendon Airport aerial view 2. Process for approval of this MDP …………….. 7 3. Essendon Airport location plan ……………….. 12 4. Hotel site location plan ……………………………. 12 5. Site location in the Essendon Market Area 17 6. Hotel Concept Rendering – South West
Elevation ………………………………………………… 20 7. Hotel Concept Rendering – North East
Elevation ………………………………………………… 20 8. Subject site and external road network …... 40 9. Proposed car park access and location
plan ………………………………………………………… 43 10. Proposed vehicle access ………………………… 46 11. Proposed pedestrian access ………………….. 47 List of Tables Table 1: Forecast impact of hotel on existing
traffic movements ……………………….. 45 Table 2: Summary of impacts of the Essendon
Fields hotel and convention facility 49 Table 3: Estimated impact of business output
by sector and region …………………….. 49
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EXECUTIVE SUMMARY
The proposal described in this Major Development Plan seeks to establish a new hotel on a vacant site
of approximately 7700 m2 in size within the Essendon Airport landholding. The site is to accommodate a
new hotel building of up to 180 rooms (most likely 150) and up to 11,000m2 gross floor area with
associated car parking, food and beverage facilities, conference facilities and landscaping.
The hotel is an integral component of the Essendon Airport aviation, commercial and retail hub and will
be sited at the prime entry to the Essendon Fields commercial precinct abutting one of Melbourne’s
most significant arterial connections – the Tullamarine Freeway.
The hotel facilities will complement the aviation and commercial functions of the airport, meeting the
needs of users of the airport including passengers & businesses located on the airport site, local
businesses and other travelers to the region.
In accordance with the Airports Act 1996 (the Act), a Major Development Plan (MDP) must be prepared
where a major airport development is proposed. Section 89 of the Act defines a major airport
development as, amongst other things, constructing a new building, where:
the building is not wholly or principally for use as a passenger terminal; and
the cost of construction exceeds $20 million or such higher amount as is prescribed.
As the proposed development’s cost of construction will exceed $20 million, Essendon Airport Pty Ltd
(EAPL) is required to prepare a MDP. Section 91 of the Act defines the contents of a major development
plan and all issues which must be addressed in such a report.
The proposed development has been assessed by EAPL in relation to all statutory requirements and it is
considered that the development will appropriately comply with all relevant requirements.
Essendon Airport is a strategically located parcel of land which, while providing obvious aviation based
facilities, also provides a unique opportunity to reinforce its increasing employment precinct function by
realising non‐aviation development potential. Non‐aviation developments on land that is surplus to
aviation requirements support the economic viability of the airport.
The Essendon Airport Master 2013 Plan sets out that the existing commercial areas around English
Street are to be redeveloped and that EAPL envisages an on‐airport hotel could occur within the precinct
during the next five years.
The specific detail of the proposal and its assessment against all necessary statutory documentation is
contained within this document.
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1.0 INTRODUCTION
1.1 ESSENDON AIRPORT
Essendon Airport is a general aviation aerodrome situated on 305 hectares in the suburb of Essendon
Fields, 11 kilometres northwest of Melbourne’s Central Business District and 7 kilometres southeast of
Melbourne Airport.
Essendon Airport commenced operations in 1919 as an all‐over field and was officially designated an
international airport in 1950, operating as Melbourne’s main airport until 1971 when international and
domestic flights were transferred to a new international and domestic airport at Tullamarine
(Melbourne Airport).
Today, Essendon Airport operates a two‐runway system supporting a mix of charter, corporate,
emergency services and general aviation users. The Airport is a base for Victoria’s Police Air Wing and
Air Ambulance, along with the Royal Flying Doctor Service and other emergency air transport.
Regional Regular Passenger Transport (RPT) services also operate from Essendon Airport, in addition to
recent closed‐charter Fly‐In‐Fly‐Out (FIFO) flights which serviced the mining and energy sectors across
Australia. Essendon Airport’s Master Plan (EAPL, 2013a) forecasts growth in these aviation services over
the next twenty years, largely due to the Airport’s proximity to the Melbourne Central Business District
and access to local labour markets.
The Essendon Airport Master Plan also identifies land and facilities which are surplus to projected
aviation requirements and these present the opportunity to create employment and add economic
activity to the airport, community and the state of Victoria. Essendon Airport comprises a mixture of
non‐aviation uses which include commercial, retail and light industrial activities.
The Essendon Airport site hosts over 4,200 direct jobs and was recognised in March 2014 as a site of
state significance due to its role as a growing employment precinct and an important piece of aviation
infrastructure.
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1.2 THE PROPOSAL
EAPL proposes to develop a hotel at Essendon Airport, situated on the north eastern side of the
intersection of English Street and the Tullamarine Freeway. The standard proposed for the hotel is
international upper midscale.
The proposal is in its conceptual stage and is proposed to accommodate a building of up to 46.5 metres
in height and up to 180 hotel rooms. In addition, ancillary facilities are proposed to include food and
beverage facilities, a restaurant, conference centre and car parking. The total gross floor area for the
multi‐level building will be a maximum of 11,000 m2.
An on‐airport hotel was identified in the Essendon Airport 2013 Master Plan as a development which
could occur within the English Street precinct during the first five years of the Master Plan. The proposal
was also foreshadowed in the earlier 2008 Master Plan. The hotel and its attendant facilities are an
entirely new initiative and would occupy a currently vacant parcel of land of approximately 7,700 m2 .
The building will be designed and constructed to meet applicable Airservices Australia and Civil Aviation
Safety Authority (CASA) requirements. The proposal will also be designed to comply with relevant
aspects of the Building Code of Australia in order to obtain a building permit from the Commonwealth
Government’s Airport Building Controller.
Related facilities include overflow parking for conference guests at an existing car parking site on Nomad
Road, diagonally opposite the hotel site.
Preliminary design for the project has been undertaken following extensive market research and
analysis by EAPL. Negotiations for a preferred hotel Operator are currently being finalised following an
exhaustive international Expression of Interest process commanding high levels of interest. EAPL will
engage the services of an experienced hotel management company to operate the hotel to establish
Essendon Airport/Essendon Fields as a high yield destination for domestic and international business
and leisure guests.
1.3 PROPONENT DETAILS
As Essendon Airport is located on Commonwealth land, major developments on airport sites are subject
to the Airports Act 1996 and associated Regulations.
Essendon Airport Pty Ltd (EAPL) is an Airport Lessee Company (ALC) pursuant to the provisions of the
Airports Act 1996 and is the proponent for this Major Development Plan.
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1.4 OBJECTIVES
EAPL’s vision for Essendon Airport as stated in the 2013 Master Plan (EAPL 2013a) is:
“To establish a commercially viable, safe and functional general aviation facility which meets projected
aviation requirements whilst utilising the property’s strategic land holdings for high quality commercial
development.”
EAPL has established the following development objectives to achieve this vision in its Master Plan:
To improve and maintain safe, secure and efficient airport operations;
To add value to the airport by realising and taking advantage of development opportunities;
To increase market awareness of development opportunities at the airport;
To improve the integration of the airport with its surrounds; and
To consolidate airport operations and aviation requirements to ensure efficient and
sustainable land use.
1.4.1 Objectives for the development
In addition to achieving its wider Master Plan objectives, EAPL’s objectives for the hotel development
include:
Servicing the forecast aviation activity
Providing high‐quality accommodation facilities on the airport which support
current and projected levels of aviation users. Use of the airport by corporate jets is
forecast to increase, with increases in regional passenger services also likely.
Accommodating regional passengers and aircraft crews, in addition to other non‐
aviation tenants of the airport, many of whom have business travel needs.
Improving the range of services and facilities available at Essendon Airport to the on‐airport
workforce, travellers and visitors
Meeting the demand for accommodation facilities from business and residents in
the immediate area surrounding the airport;
Offering quality conference and function facilities to all users of the airport and the
surrounding community. These facilities are currently not available in the local area;
Enhancing the food, beverage and dining options for all users of the airport;
Contributing to employment levels at the airport
Providing a net direct economic benefit to the City of Moonee Valley municipal area
and the state of Victoria.
Creating high quality built form at the gateway to the airport
Adding to the sense of arrival and making an important visual statement at the main
entrance to the airport.
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2.0 MAJOR DEVELOPMENT PLAN PROCESS
2.1 REASONS FOR THIS MAJOR DEVELOPMENT PLAN
Essendon Airport is located on Commonwealth land and is therefore subject to the Airports Act 1996 (the Act) and associated Regulations. This Major Development Plan has been prepared as required by Section 89(1)(e) of the Act as construction of a new building is proposed 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
The Act requires at Section 90 that a “major airport development”, must not be carried out except in
accordance with an approved major development plan.
In addition, construction of the project will be subject to the Essendon Airport Planning Policy
Framework as set out in the Essendon Airport Land Use Plan and submission of an Application for a
Building Permit to the Airport Building Controller (ABC) in accordance with the Airports (Building
Control) Regulations 1996.
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2.2 CONTENT OF A MAJOR DEVELOPMENT PLAN
Pursuant to Section 91(1) of the Airports Act 1996, 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
(b) the airport‐lessee company’s assessment of the extent to which the future needs of civil aviation users of the airport, and other users of the airport, will be met by the development; and
(c) a detailed outline of the development; and
(ca) whether or not the development is consistent with the airport lease for the airport; and
(d) if a final master plan for the airport is in force—whether or not the development is consistent with the final master plan; and
(e) if the development could affect noise exposure levels at the airport—the effect that the development would be likely to have on those levels; and
(ea) if the development could affect flight paths at the airport—the effect that the development would be likely to have on those flight paths; and
(f) the airport‐lessee company’s plans, developed following consultations with the airlines that use the airport, local government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Defence Department, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and
(g) an outline of the approvals that the airport‐lessee company, or any other person, has sought, is seeking or proposes to seek under Division 5 or Part 12 in respect of elements of the development; and
(ga) the likely effect of the proposed developments that are set out in the major development plan, or the draft of the major development plan, on:
(i) traffic flows at the airport and surrounding the airport; and
(ii) employment levels at the airport; and
(iii) the local and regional economy and community, including an analysis of how the proposed developments fit within the local planning schemes for commercial and retail development in the adjacent area; and
(h) the airport‐lessee company’s assessment of the environmental impacts that might reasonably be expected to be associated with the development; and
(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
(k) if the plan relates to a sensitive development—the exceptional circumstances that the airport‐lessee company claims will justify the development of the sensitive development at the airport; and
(l) such other matters (if any) as are specified in the regulations.
A checklist indicating the consistency of this MDP with the above statutory requirements is contained in Appendix A.
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2.3 INDICATIVE TIMELINES
The following diagram summarises the process followed for the approval of this Major Development
Plan:
EXPOSURE DRAFT
EAPL chose to provide an exposure draft of this Major Development Plan to the Australian
Government’s Department of Infrastructure and Regional Development (DIRD).
DIRD provided EAPL with comments regarding the exposure draft, including comments from the
Airport Environment Officer, Airservices Australia and the Civil Aviation Safety Authority (CASA).
PRELIMINARY DRAFT
EAPL prepared a preliminary draft Major Development Plan based on comments received
regarding the exposure draft.
The preliminary draft was exhibited for public comment for a period of 60 business days
commencing 28 May 2014.
During the public comment phase, members of the public and stakeholders were invited to give
written submissions to EAPL regarding the proposal. The last day for written comments to be
received by EAPL was 20 August 2014.
DRAFT
Following the public comment phase, EAPL prepared a draft Major Development Plan for
submission to the Federal Minister for Infrastructure and Regional Development.
When submitting the draft to the Minister, EAPL must demonstrate to the Minister how due
regard has been given to the written comments received.
Following receipt of the draft Major Development Plan, the Minister normally has up to 50
business days to either approve or refuse to approve the plan. The Minister may also request
further information during this period which would stop the clock.
APPROVED MAJOR DEVELOPMENT PLAN
This Major Development Plan was approved by the Minister on 27 November 2014. EAPL must
publish the plan within 50 business days after the approval.
The requirements for publication are prescribed in the Airports Act 1996 which include a notice
in a newspaper and copies of the approved Major Development Plan being made available for
purchase or inspection, in addition to being available free of charge on the airport’s website.
Figure 2: Process for approval of this MDP
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2.4 PUBLIC CONSULTATION
2.4.1 Approach to Consultation EAPL undertakes regular and ongoing consultation to improve information sharing and strengthen planning and development outcomes related to Essendon Airport. Groups regularly consulted by EAPL include: Federal Government and agencies; Victorian Government and agencies; Local government; and the community
For this MDP process, the consultation strategy includes the following stages:
Stage 1: Preparatory consultation
Initial consultations with stakeholders during the formulation of the proposal and preparation of
an exposure draft MDP.
Stage 2: Formal and Statutory consultation
Notifications to the State as required by Section 92(1A) of the Airports Act 1996.; and
Advertising and making available copies of the preliminary draft Major Development Plan
throughout the public comment period as required by Section 92(1) of the Airports Act 1996.
Stage 3: Finalisation of the draft MDP for submission to the Minister
EAPL gives due regard to issues raised during the public comment period and prepares a report
for the Minister demonstrating how regard has been had to the written submissions.
Stage 4: Advertising and making available copies of the MDP after approval by the Minister
Publication of the approved MDP within 50 business days of approval.
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2.4.2 Stakeholder Consultation
EAPL has consulted with the following stakeholders in relation to the proposal:
The community
CASA
Airservices Australia
Victorian Minister for Planning
Victorian Department of Transport, Planning and Local Infrastructure
Victorian Department of State Development, Business and Innovation
VicRoads
Metropolitan Planning Authority
Moonee Valley City Council
Essendon Airport Community Aviation Consultation Group
Airport Building Controller
Airport Environment Officer
A regular consultation process is also in place with the Federal Department of Infrastructure and
Regional Development.
EAPL has recently undertaken stakeholder consultation for the Essendon Airport 2013 Master Plan,
which was approved by the Minister on the 23rd April 2014. Like the 2008 Master Plan that preceded it,
the 2013 Master Plan specifically refers to the hotel concept. Stakeholders have been afforded the
opportunity to comment on any matters pertaining to the hotel during the various community and
departmental consultation phases of the draft Master Plan.
The hotel proposal was mentioned in seven submissions regarding the recent draft Master Plan and due
regard was given to those comments as required by Section 79(2)(b)(iii) of the Airports Act 1996. Whilst
EAPL acknowledges that a detailed outline of the hotel proposal is not included in the Master Plan, the
hotel is not considered to have significant community impact as evidenced by the comparatively low
number of submissions which referenced the hotel concept.
2.4.3 Views of Civil Aviation Safety Authority and Airservices Australia
The proponent has met with senior officials from CASA and Airservices in Canberra to present the hotel
proposal in detail and is currently assisting both organisations in their formal assessments of the
proposal.
EAPL will continue to engage with Airservices throughout the planning, construction and implementation phases of the development, and seek and obtain all necessary permissions to ensure any concerns raised by Airservices are appropriately managed, monitored and/or mitigated.
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2.4.4 The public comment period
Pursuant to Section 92(2A) of the Act, the public comment period for a major development plan is:
(a) a period of 60 business days after the publication of the notice; or
(b) a shorter period (of not less than 15 business days after the publication of the notice) that is approved by the Minister.
The consultation period for this MDP is 60 business days. During the public comment period the proponent:
published notices on the airport’s website and in a newspaper circulating generally in Victoria
with details as required by Section 92(1)(a) of the Airports Act 1996 and inviting members of the
public to give written comments about the draft MDP within the consultation period;
made copies of the draft version of the MDP available for inspection and purchase by members
of the public in accordance with the notice; and
made copies of the draft version of the MDP available free of charge to members of the public
on the airport’s website.
Copies of the Preliminary Draft Major Development Plan were available for inspection or purchase at the
office of Essendon Airport Pty Ltd, Level 2, 7 English Street, Essendon Fields, Victoria. The document
could also be downloaded free of charge at www.essendonairport.com.au for the duration of the public
comment period.
In addition, as required by Section 92(1A) of the Airports Act 1996, EAPL advised in writing the following
persons of its intention to give the Minister the draft major development plan:
the Victorian Planning Minister;
the Victorian Department of Transport, Planning and Local Infrastructure;
Moonee Valley City Council; and
Moreland City Council
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3.0 PROJECT DESCRIPTION
3.1 LOCATION
The hotel site is located within Essendon Airport at Essendon Fields, on the north eastern side of the
intersection of English Street and the Tullamarine Freeway. The airport comprises 305 hectares of
Commonwealth land, which is situated approximately 11 kilometres northwest of Melbourne’s Central
Business District (CBD) and approximately 7 kilometres southeast of Melbourne Airport.
The hotel site is located within Essendon Airport’s English Street precinct which forms the main gateway
and boulevard for the airport. The English Street precinct is the main location for office activities at the
airport and has gained recognition as a desirable business district in Melbourne’s north. This central
precinct now contains in excess of 100,000 m2 of leased building area, including a neighbourhood
shopping centre and two supermarkets.
Essendon Fields is located in an established urban area surrounded by industrial, commercial and
residential uses and the suburbs of Airport West, Essendon, Niddrie, Tullamarine and Strathmore. There
is a range of existing office and retail uses located in immediate proximity to the subject site to the
south and east. The DFO shopping Centre and Homemaker Hub are also located in the Essendon Fields
precinct and are situated in the south east section of the airport.
To the west of the site, on the west side of the Tullamarine Freeway is the Airport West Principal Activity
Centre. This centre comprises a mix of retail, commercial, industrial and residential uses. Westfield
Shopping Centre and Skyway Tavern are situated to the north of this centre. Towards the east of the
centre is a range of retail premises along Matthews Avenue and to the south and west are residential
areas and community facilities such as schools and public open spaces.
The site is well connected to the metropolitan arterial road network. The road network provides
excellent access to Melbourne International Airport and Melbourne CBD, as well as connections to the
Western Ring Road, Calder Freeway and neighbouring suburbs.
3.2 SUBJECT SITE
The hotel site comprises approximately 7,700 m2 and is located at the north‐eastern side of the
intersection of English Street and the Tullamarine Freeway, as shown in Figure 4.
The site is bounded by English Street to the south, Larkin Street to the east and the Tullamarine Freeway
to the west. The site is currently vacant, grassed, has quality perimeter edge treatment and is well
serviced.
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3.3 NEEDS OF USERS OF THE AIRPORT
Development of the hotel will encourage further use of airport facilities and services but will not
adversely affect airport users.
In 2013, EAPL commissioned research from specialist hotel consultancy firm, AHS Advisory, to conclude
earlier work resolving the market demand and inputs to feasibility for a new residential hotel with
ancillary facilities and services. The study indicated that the largest demand segments are corporate
travellers, accounting for 56% of guests. Leisure travellers are expected to account for 38%.
Prior to this formal research being conducted, EAPL had directly surveyed over 100 business users within
Essendon Fields (which contains the majority of the Airport site) and off‐airport, particularly in the
suburb of Airport West and its environs which indicated strong support for the establishment of a new
residential hotel and associated facilities.
AHS Advisory identified the following market‐wide trends underpinning support for the proposed
development:
The existing economic and demographic base of the Essendon Fields precinct and surrounds,
as verified by its diverse existing commercial and retail precincts;
The existing aviation‐related, commercial and retail businesses operating within Essendon
Fields;
The site’s location on a major transport corridor, linking Melbourne International Airport and
the CBD and connecting to various regional Victorian hubs;
The site’s excellent visibility;
Convenience to amenities – including local shopping and services, major retail and fresh food
offers;
The existing Auto Centro vehicle dealership hub;
The existing fly‐in fly‐out businesses and range of commercial air operations including
substantive training accommodation needs to support the Qantas air training facility opposite
and the Ansett training facility in Tullamarine;
Spill‐over from well‐established and growing needs for corporate, leisure and crew at nearby
Melbourne Airport;
Creating a contemporary product as an alternative to more expensive CBD accommodation for
business and leisure travellers; and
Creating a new contemporary product to complement the range of accommodation provided
for in Melbourne’s north‐west corridor.
An Expression of Interest campaign conducted by EAPL to select an Operator resulted in high levels of
interest from local and international Operators, confirming the research. Further details as to how the
development will meet the needs of airport users are contained below:
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3.3.1 Civil aviation users
Essendon Airport operates a two‐runway system supporting a mix of charter, corporate, emergency
services and general aviation users.
The airport is a base for Victoria’s Police Air Wing and Air Ambulance, along with the Royal Flying Doctor
Service, AeroRescue and other emergency transport, including closed‐charter transport of organs for
transplant. The Erickson Air Crane fire‐fighting helicopter is also located at Essendon Airport during
bushfire season, before being dismantled and transported to the northern hemisphere for their
summer. The proposed hotel will offer convenient accommodation for emergency services flight crews
and maintenance staff. In particular, Air Ambulance management has advised that their organisation
often needs to arrange accommodation for crews when flights are delayed by bad weather.
Regional Regular Passenger Transport (RPT) services operate from Essendon Airport, with regular flights
operated by Sharp Airlines to Hamilton, Portland and Flinders Island. In 2014, Par Avion Airlines
commenced regular flights between Essendon and Griffith, NSW. Convenient and high‐quality hotel
accommodation at the airport will support existing RPT services and should also promote growth in this
sector as envisaged in the Essendon Airport Master Plan.
Closed‐charter flights operate from Essendon Airport, including charters for tourist groups and special
events. (i.e. AFL finals, Australian Open tennis, Melbourne Cup Carnival and regional racing). Essendon
Airport also hosts regular closed‐charter Fly‐In‐Fly‐Out (FIFO) operations servicing the mining and energy
sectors across Australia. EAPL considers that an airport hotel will support continued growth in the
closed‐charter sector and assist in achieving its forecasts in the Master Plan.
Other civil aviation uses at the airport include a regional light freight service, light maintenance and
three flight training schools (circuit training is not permitted over Essendon Airport).
Whilst not on the airport site, the Qantas Melbourne Flight Training Centre is located on Matthews
Avenue, Airport West less than 400 metres from the hotel site. The centre is one of only two Qantas
Flight Training Centres in Australia and comprises flight simulators for pilot and crew training. The
Melbourne training centre currently includes four simulators, including one for the Airbus A330‐200. In
August 2013, Qantas announced that its Melbourne training centre would be home to Jetstar’s new 787
flight simulator. The proposed hotel will be perfectly located to accommodate flight crews visiting
Melbourne to complete their training.
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Regarding aircraft activity, the Essendon Airport 2013 Master Plan (EAPL, 2013a) provides aircraft
movement projections to the year 2033. EAPL envisages a decline in single and twin engine use of the
airport, but a notable shift towards increasing use of the airport for:
corporate and charter jets; and
helicopter operations.
EAPL’s analysis in its 2013 Master Plan establishes that over the next 20 years :
Single Propeller aircraft movements are likely to continue to decline by 2% to 3% per annum;
Twin Propeller aircraft movements are likely to continue to decline by 2% per annum;
Twin Turboprop movements are likely to increase by 1% per annum;
Jet movements are likely to increase by 2% to 3% per annum; and
Rotary Wing movements are likely to increase by 2% per annum.
Whilst modest growth in aviation movements is predicted from approximately 54,000 aircraft
movements in 2012 to approximately 57,000 aircraft movements in 2033, the trend is clearly towards
higher value aircraft and higher passenger numbers. Accordingly, the proposed hotel will meet the
needs of the expanding business and regional travel sectors and assist with the delivery of the Master
Plan.
Finally, non‐aviation developments on land surplus to aviation requirements contribute to the overall
financial viability of the airport. EAPL also considers an on‐airport hotel is necessary to remain
competitive and grow its aviation operations.
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3.3.2 Other users of the airport
Analysis by Street Ryan & Associates (2013) found there are currently 174 active businesses within
Essendon Fields representing 14 of the 19 major industry sectors, employing 4247 persons and
representing 13% of all jobs within Moonee Valley. A further 908 jobs are expected to be created on the
airport in the next 5 years. Over 92% of total business turnover in Essendon Fields is from businesses
that have located in the precinct since 2001, highlighting the suburb’s rapid growth.
Essendon Airport comprises numerous non‐aviation tenants, particularly within the airport’s English
Street Precinct which is the main location for commercial activities and currently comprises over
100,000m2 of building area. Major tenants include:
Linfox Logistics Head Office
The Good Guys Store Support Centre
Insurance Australia Group Ltd (IAG)
S&R Fashions
Armaguard Head Office
Victoria Police
WorkSafe Victoria
VicRoads
Many of the airport’s tenants have business travel needs, particularly those companies with nation‐wide
operations. The proposed hotel will offer airport tenants convenient high‐quality accommodation which
is currently not available within the locality.
The airport site is also well‐patronised by other users, with over one million people living within a 15
minute drive of Essendon Airport and 2.6 million people living within 30 minutes. The site is therefore a
prime location to offer accommodation and hospitality services to the surrounding community and
presents an alternative to the Melbourne CBD.
Regarding the wider market area, Essendon Fields is located within the local government area of
Moonee Valley where there are currently 10,295 local businesses in the municipality employing 41,751
people. These businesses have a combined gross regional product of $4.11 billion per annum (Street
Ryan 2013). Moonee Valley covers an area of 44.3 km2 of which approximately 10.5% is parkland. The
city of Moonee Valley is primarily residential but has major retail centres at Moonee Ponds, Essendon
and Airport West. Essendon town centre, located just minutes from the Essendon Fields, is a
cosmopolitan precinct offering an array of fashion outlets, delis, eateries and is conveniently situated
close to rail and tram services
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Figure 5: Site Location in the Essendon Market Area
The proposed hotel site at Essendon Airport is well‐located in relation to surrounding commercial and
industrial areas. This concentration of nearby businesses is the reported source of the captured demand
from corporate travellers to the area, in addition to demand for aviation‐related training and meeting
space.
Market‐wide, room nights sold is anticipated to grow by 3.5% between 2012 and 2020 (AHS Advisory
2013). Furthermore, EAPL recognises that the growth of both existing and new aviation and other
businesses within the precinct should be encouraged and supported by the important facilities and
services found in a new hotel.
In terms of supply, the hotel market relevant to the proposed hotel has remained constant over the past
four years with only marginal variations to room stock. Conversely, between July YTD 2009 and July YTD
2013, captured demand grew yearly resulting in average occupancy growth of 5.1%. (AHS Advisory,
2013)
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The proposed hotel is not expected to have adverse impacts for the current local accommodation
market. Historic market occupancy in the Essendon Market area has been estimated at 80% for the
2010, 2011, and 2012 calendar years. (AHS Advisory, 2013) Furthermore, AHS considers the stabilised
market‐wide occupancy for the Essendon Fields and surrounding area competitive market is
approximately 78%. Occupancy at this level strongly suggests that the market is ready for new
development.
A new Quest serviced apartment hotel comprising 97 keys is currently under construction at Melbourne
Airport and expected to open in October 2014. This development is located outside of the Essendon
market area and targeted towards a different market category servicing users of Melbourne Airport.
The proponent has the capacity to develop and own the property in their own right and regards the
establishment of the hotel as a strategic imperative for the future growth and sustainability of Essendon
Airport. This is consistent with the object of the Airports Act 1996 contained at Section 3(c) ‘to promote
the efficient and economic development and operation of airports.’
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3.4 HOTEL
3.4.1 Design Concept
The proponent is responsible for building design, fittings and equipment, construction and ownership of
the completed building. The hotel operator will provide their own technical services team providing
advice on consistency with brand standards.
In developing its concept plans for the hotel, EAPL has taken into consideration the policies and
objectives for the English Street Precinct contained within the Essendon Airport Land Use Plan. Creation
of an appropriate entry statement is a policy of particular importance and the proposed hotel will
complement and enhance the entry to the airport whilst reinforcing the boulevard character of English
Street.
The building will be designed consistent with the high architectural standard of Essendon Airport’s new
facilities and respectful heritage treatment of older recycled buildings. The architectural vocabulary is
respectful of neighbours in the surrounding precinct but adopts a contemporary design approach and
latest international accommodation trends.
Given the site is at the gateway to the airport, and provides an important marker for those travelling the
high volume Tullamarine Freeway, the hotel will have a significant bearing on the airport’s continuing
regeneration.
The exact location, alignment and shape of the building on the site may change during the design phase
which is occurring in parallel to the consultation and assessment period for this MDP. However, the
design will be within the maximum height provided in this MDP and EAPL will liaise with Airservices and
CASA regarding the design throughout the design process.
Since exhibition of the preliminary draft MDP, the design concept has progressed concurrently. An
enhanced design is now included in this MDP in response to EAPL’s ongoing design process and written
comments received. The current design is within the physical parameters of the exhibited design and is
not inconsistent. The concept plans are provided in Appendix B to reflect the style of the proposed
urban design.
The design cannot be detailed and finalised until a hotel operator is formally appointed, which will occur
after the Minister’s decision regarding this MDP. International hotel operators have specific brand
standards which may necessitate changes to the current concept design. EAPL will continue to liaise with
Airservices Australia as the design develops.
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Figure 6: Hotel Concept Rendering – South West Elevation
Figure 7: Hotel Concept Rendering – North East Elevation
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3.4.2 Hotel specifications and Facilities
It is anticipated the hotel development will consist of:
up to 180 rooms but most likely 150 rooms;
flexible‐space conference centre;
restaurant and bar with associated service area;
guest and service lifts;
reception & lobby area;
meeting rooms; and
gymnasium/health club.
The project will include supporting infrastructure such as multiple access areas for private & commercial
vehicles, convenient pedestrian access to the Terminal and other elements of the neighbourhood and
high quality landscaping. The project will be designed to meet relevant building standards.
The proposal includes food and beverage facilities for use by hotel guests, travellers and local patrons.
Hotel reception will be staffed seven days a week to provide the requisite level of service.
3.4.3 Building height
The maximum height of the building is 122.5 metres AHD including roof vents, lift over‐runs and plant
and equipment. This is one metre below the obstacle limitation surface (OLS) and also below the critical
PANS OPS surface. To fit within these constraints, the maximum building height is 46.5 metres above
ground level.
The height of the current building design is 108.4 metres AHD including roof vents, lift over‐runs and
plant and equipment. This is 15.1 metres below the OLS surface and 57.4 metres below the PANS OPS
surface. Any increase to this building height will be assessed by CASA and Airservices Australia.
The final height and configuration of the building within the maximum parameters is subject to the final
design process as explained in Chapter 3.4.1 of this MDP. International hotel operators have specific
brand standards which may necessitate changes to the current concept design. The design cannot be
detailed and finalised until a hotel operator is formally appointed, which will occur after the Minister’s
decision regarding this MDP.
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3.4.4 Building material and finishes
The design of the building envelope will have regard to the existing building forms at Essendon Airport
and be of a character responsive to other high quality buildings more recently constructed at the
Airport.
External finishes
All external finishes will be non‐glare finishes and are likely to be as follows:
Roof ‐ Metal deck
External walls ‐ Masonry/reinforced concrete with selected applied finishes, glazing and
feature composite or metal panels
Windows ‐ Clear or tinted toughened glass in powder coated aluminium frame
Paving ‐ Tiled, stone or concrete paving consistent with materials used throughout the
airport’s English Street precinct.
Internal finishes
Floors ‐ Generally carpeted throughout with tiles to back of house and wet areas.
Walls ‐ Generally plaster board or similar, with high quality wall feature finishes likely to be
provided within the lobby, food and beverage areas.
Ceilings ‐ Generally plaster board with some feature lighting and finishes.
3.4.5 Risk and hazard management
The proposal will be designed to adhere to the Building Code of Australia (BCA) and other relevant codes
and standards.
Work health and safety requirements within and adjacent to the project will be managed in accordance
with the Victorian Occupational Health and Safety Act 2004 and associated Regulations.
3.4.6 Equity of Access
Provisions for equity of access will comply with the applicable codes, including the Premises Standards
and equity of access provisions of the BCA.
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3.5 BUILDING SERVICES AND FACILITIES
The Airport site is serviced to the boundary by all utilities, as such the project will:
be connected to an electricity supply adequate to support the building and its services;
be connected to the airport water supply provided by City West Water which is adequate and readily available;
be connected to the existing wastewater and sewage reticulation systems in the airport which has available capacity;
be connected to the proponent’s private telecommunications network which includes fibre optic connection for modern telecommunications and internet services.
include the installation of energy efficient light fittings internally and externally, where
appropriate. External light fittings will be installed to comply with air safety requirements outlined in Chapter 9 of Manual of Standards Part 139.
include heating, ventilation & air conditioning plant and equipment suitable for a development of this type.
3.6 LANDSCAPING AND SITE PLANNING
The proponent is responsible for the design, construction and management of all landscaping on the
airport site. Landscaping will be consistent with the high standards established on the airport site for
other completed projects.
In accordance with EAPL’s Protection of Aviation Activity Policy contained within the Essendon Airport
Land Use Plan, EAPL will have regard to the potential for bird strikes. Suitable landscaping species will be
selected having regard to their potential to attract birds with a view to minimising bird strikes.
The management of rubbish will be undertaken in a similar manner to that implemented in other
buildings on‐airport to ensure no bird attraction or foreign object debris risk exists.
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3.7 SIGNAGE
Signage of the completed building will be generally consistent with other signage throughout the airport
and will include:
Identification and branding signage on the building. Concept design renderings exhibit some
notional draft treatment but are not intended to represent the signage package. In particular
the entire parapet of the roofline will be made available for appropriate branding and locale
identification
Tenant signs;
Ground transport and traffic signage;
Safety and hazard signage; and
Any other signage as required
In approving signage for the development, EAPL will consider the Decision Guidelines in Clause 52.05‐2
of the Essendon Airport Land Use Plan which state the Airport Operator should consider:
Such guidelines, rules or policies that the Airport Operator may issue from time to time;
The effect of the sign on the amenity of the area including the need to avoid visual disorder or
clutter of signs;
The effect of the sign on the built environment or the landscape, with particular thought to its
effect on any objects of scenic, historic, architectural, scientific or cultural interest;
The need for identification and the opportunities for adequate identification on the site and
nearby;
The advertising pattern and theme in the area and the number of signs of the same type;
The effect of the sign on existing signs;
The size and likely impact of the sign having regard to the size of the premises on which it is to
be displayed and the scale of surrounding buildings;
The effect of the sign on the safety, warning and security of premises and public areas;
The effect of the sign on the appearance and efficiency of a road, railway, waterway or other
public way, having regard to the sign’s colour, brightness and location; and
The views of the Roads Corporation if the sign is an animated, floodlit, internally‐illuminated,
panel, reflective or sky sign to be displayed within 60 metres of, or to project over, a freeway,
state highway, metropolitan bridge or other road declared under the Road Management Act
2004.
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3.8 CONSTRUCTION
EAPL has considerable experience in managing construction projects of a large scale and will be oversee
the construction contractor during the construction phase. Minimal earthworks are required to
accommodate building foundations as no basement is required. Sufficient laydown and lay‐by areas for
construction activities will be provided and access to and through the precinct will be maintained with
minimal disturbance. During the construction period it is anticipated a peak construction workforce in
the order of 90 personnel could be on‐site.
3.9 OPERATION AND MAINTENANCE
The project will be owned and maintained by the proponent in the foreseeable future, with a competent
Operator engaged to operate and maintain the hotel on a day to day basis consistent with requirements
contained in the Hotel Management Agreement (HMA). The HMA provides for both programmed
maintenance of the building and furniture, fixtures and equipment replacement.
3.10 IMPACT ON AVIATION
EAPL has had regard to PANS‐OPS surfaces, wind shear and navigational aids on the site to ensure there
are no impacts on flight paths at the Airport.
3.10.1 Prescribed Airspace
Obstacle Limitation Surfaces (OLS) are ‘a series of planes associated with each runway at an aerodrome
that defines the desirable limits to which objects may project into the airspace around the aerodrome so
that aircraft operations at the aerodrome may be conducted safely.’ (CASA 2011 p. 1‐10)
The purpose of the OLS is to ensure both the safe operation of aircraft in the vicinity of the airport and
the operational viability of all runways. Building heights on and around the Airport are limited by
application of the OLS. The relevant parameters for the subject site are as follows:
OLS at highest point of building RL 123.5 metres
Highest ground level point RL 76.0 metres
Any structure associated with this project will not exceed RL 122.5 metres
The OLS is at the ‘inner horizontal surface’ across the project site. At the highest point of the building,
and the most critical point for OLS, the OLS is RL 123.5 metres, which provides a clearance of 1 metre
from any part of the building to the OLS. The final design of the building will again be checked with
Airservices against the OLS to ensure the OLS is not exceeded at any point, including by any
communications aerials or any other structures.
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The PANS‐OPS surface lies above the OLS. Consequently, as the building will not exceed the OLS, it also
lies below the PANS‐OPS. As the building height will be less than the OLS there is no likely impact on
aircraft operations.
Should cranes be required during construction and penetrate prescribed airspace, clearances will be
sought as required by the Airports (Protection of Airspace) Regulations 1996. EAPL will engage with
Airservices regarding these matters prior to construction commencing.
The proponent will continue to interact with CASA and Airservices as design progresses to ensure that
the built form of the hotel meets the requirements of CASA and Airservices Regulations.
Regulation 6A of the Airports (Protection of Airspace) Regulations 1996 sets out that the maximum level
of air turbulence for turbulence caused by an emission from a stack or vent is upward vertical velocity of
4.3 metres per second at the point of emission. Any relevant vertical exhaust plumes from the proposed
development will be approved during future design phases according to the assessment processes
outlined in the CASA Advisory Circular No AC 139‐5(1) and will target that a plume rise of 4.3m/s at the
OLS inner surface level is not exceeded. If required, the use of diffusion devices or other mitigating
considerations will be used at the point of discharge to minimise velocity and temperature of the plume.
3.10.2 Wind Shear
EAPL has taken into account wind shear from the proposed development and its effect on the wind
conditions for aircraft operations.
The National Airports Safeguarding Advisory Group (NASAG) has released Guideline B for the effect of
building on wind shear and turbulence for aircraft, NASAG (2012). According to the NASAG draft
guidelines, to be of concern, a proposed building needs to be in a zone of influence extending 900
metres upstream, 500 metres downstream and 1200 metres laterally from the runway threshold.
As the hotel site is inside the assessment zone, EAPL commissioned a report by CPP (2014) to determine
the influence of the proposed development on the wind characteristics for landing aircraft at Essendon
Airport using NASAG (2012). The proposed development does not exceed the NASAG (2012) criteria for
building generated wind shear for all four approaches (Runways 08/26, 17/35) under normal operating
conditions. In accordance with NASAG, the proposed development will have no impact on aircraft
operations throughout the year.
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3.10.3 Navigational aids and radar
The site for the proposed hotel is at the western boundary of the airport, with no navigation aids
nearby. The proponent is currently assisting Airservices with its assessment of the proposal to ensure
there is no impact on navigational aids or radar as a result of the project.
3.10.4 Line of sight
The impact of the proposal on the continuous line of sight for air traffic controllers at Essendon Airport
has been assessed by Airservices Australia as part of a wider assessment of the proposal in respect to
local air traffic control procedures for both Essendon and Melbourne Airports. The final design will also
be referred to Airservices for approval.
3.10.5 National Airports Safeguarding Framework
The National Airports Safeguarding Advisory Group (NASAG) was established in accordance with the
National Aviation Policy White Paper. The NASAG comprising Federal, State and Local Government
representatives formed to develop the National Airports Safeguarding Framework (NASF).
The purpose of the NASF is to enhance the current and future safety, viability and growth of aviation
operations at Australian airports, by supporting and enabling:
the implementation of best practice in relation to land use assessment and decision making in
the vicinity of airports;
assurance of community safety and amenity near airports;
better understanding and recognition of aviation safety requirements and aircraft noise impacts
in land use and related planning decisions;
the provision of greater certainty and clarity for developers and land owners;
improvements to regulatory certainty and efficiency; and
the publication and dissemination of information on best practice in land use and related
planning that supports the safe and efficient operation of airports.
As noted at Chapter 4.8 of the Essendon Airport Master Plan, ‘EAPL is working with the Federal, State
and Local Governments to support improvements in planning outcomes that will improve the safety and
viability of operations in the Melbourne region.’
Whilst the Federal Government is responsible for assessing development proposals for Airports located
on Commonwealth land, EAPL notes that the Victorian Government is a party to NASAG and has
committed in Plan Melbourne to implementing the objectives of the NASF through the Victorian
Planning System.
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EAPL will continue to work with the Victorian Government to address the NASF as required. EAPL will
also provide the Victorian Government with details of any assessment or mitigation measures arising
from the Federal Government’s assessment of the hotel proposal against the relevant criteria for the
protection of airspace and airport safeguarding.
3.11 MANAGEMENT OF AIRCRAFT NOISE INTRUSION
Pursuant to Section 5(1) (Definitions) of the Airports Act 1996 (the Act), significant ANEF levels means a
noise above 30 ANEF levels.
The Essendon Airport 2033 ANEF, as endorsed for technical accuracy by Airservices on 4 July 2013,
indicates that the site of the proposed hotel is located between the ANEF 25 and ANEF 30 contours.
Specific management of aircraft noise intrusion is therefore not required under the Act.
However, the primary guidance with respect to appropriate internal amenity associated with aircraft
operations is Australian Standard AS 2021:2000 “Acoustics – Aircraft Noise – Building Siting and
Construction.” This standard provides assessment methodology, appropriate and inappropriate uses
within ANEF areas and design internal aircraft noise levels for differing uses.
According to Table 2.1 of the standard, development of a hotel on a site within a 25 to 30 ANEF zone is
conditionally acceptable with appropriate aircraft noise reduction. The standard sets out at Table 3.3 the
following indoor design sound levels applicable to a hotel:
Relaxing, sleeping 55 dB(A)
Social activities 70 dB(A)
Service activities 75 dB(A)
In developing its plans for the hotel, EAPL will have regard to AS 2021:2000, as required by Section 92(6) of the Airports Act 1996. The acoustic design parameters for the hotel will also take into account the proximity of the Tullamarine Freeway and will be comparable with other hotel and serviced apartment developments within Melbourne and Sydney.
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4.0 ENVIRONMENT AND HERITAGE
4.1 APPROACH TO ASSESSMENT
4.1.1 Sources of information
Sources of information referenced in the preparation of this MDP include the Essendon Airport Master
Plan 2013 (including Land Use Plan), the Essendon Airport 2013‐2018 Environmental Strategy, various
flora and fauna studies noted in the Environment Strategy and also regard to the Significant impact
guidelines 1.1, Environment Protection and Biodiversity Act 1999 (Department of the Environment,
2013).
4.1.2 Environmental impacts
In assessing the environmental impacts that might reasonably be expected to be associated with the
hotel development, the proponent has considered the following matters:
Site conditions;
Hydrology and water quality;
Noise and vibration;
Wind;
Air quality;
Flora and fauna;
Waste management;
Visual impact and landscape; and
Cultural heritage.
Further information about these matters may be developed by the proponent when submitting a
building application for the project.
4.1.3 Management of environmental issues during construction
Pursuant to Part 4.01(1) of the Airports (Environment Protection) Regulations 1997, the operator of an
undertaking at an airport must take all reasonable and practical measures:
(a) to prevent the generation of pollution from the undertaking; or
(b) if prevention is not reasonable or practicable – to minimise the generation of pollution from the
undertaking.
The Construction Environment Management Plan (CEMP) for the site will contain procedures for the
management of environmental issues for the site and will be consistent with the requirements of the
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Victorian EPA “Construction Techniques for Sediment Pollution Control” (1991) and “Environmental
Guidelines for Major Construction Sites.”
The CEMP will be a requirement on the Principal Contractor and will be subject to approval by the
Airport Environment Officer (AEO) prior to construction commencing. Variations to the CEMP must also
be approved by the AEO.
4.2 SITE CONDITIONS
4.2.1 Soil conditions
The airport site is comprised of high expansive volcanic clays underlain by Quatermany Age Basalt – the
upper surface of which has weathered to the high plasticity clays. The soil conditions of the subject site
are consistent with this description. It is noted that the project will be built on land that has not been
developed previously, other than for temporary buildings associated with the construction of the
Tullamarine Freeway, therefore the proponent is not expecting to discover contamination. Geotechnical
assessment (including a preliminary contamination assessment) will be undertaken prior to detailed
design as required for structural purposes.
4.2.2 Site contamination
Known contaminated areas at Essendon Airport are recorded on an Environmental Site Register, in
which details of the contaminants and the remedial status of the site are kept. The Environmental Site
Register is reviewed annually and the majority of contamination present at the airport is due to
activities of past tenants. There is no known contamination on the site of the proposed hotel and the
site history for this location would indicate that there is a low risk of contamination being identified
during the geotechnical assessment.
If a contamination source is encountered, risk assessments are used to prioritise clean‐up actions and
the AEO will be advised. Further treatment and testing of the site will depend upon the type of
contamination and expert advice. EAPL policy is to manage areas of known or suspected contaminated
sites according to regulatory requirements and where practical remediate soil contamination.
It is EAPL policy to prevent the contamination of soil from airport activities and for EAPL’s dangerous and
hazardous goods to be disposed of promptly and correctly when no longer required. The storage and
handling of dangerous goods and hazardous substances is not covered by Commonwealth legislation for
Airports. Therefore, the relevant legislation for Essendon Airport is the Dangerous Goods Act 1985 and
the Dangerous Goods (Storage and Handling) Regulations 2012.
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It is not envisaged that any hotel operations will have an adverse impact on the soils underlying or
surrounding the site. The site specific CEMP will provide guidance around contamination prevention
during the project’s construction phase. During the operational phase, the hotel will be operated in
accordance with the overarching Essendon Airport Environmental Strategy.
For any hazardous substances used in the hotel operations, appropriate controls will be in place to
ensure that no soil contamination occurs.
4.3 HYDROLOGY & WATER QUALITY
4.3.1 Hydrology
Stormwater at Essendon Airport is collected via a network of underground drains that collect surface
runoff from the runways, buildings, roads and other impervious areas at the airport. As part of the on‐
going redevelopment of areas of Essendon Airport, water sensitive urban design (WSUD) features have
been, and continue to be, incorporated as part of the design and construction of buildings and
infrastructure. In addition to protecting receiving waters and conserving water on site, Essendon
Airport’s WSUD features function as an aesthetic feature to the developments undertaken.
Stormwater from the hotel site will be captured via bio‐retention swales and directed into the existing
piped disposal system to the Moonee Valley City Council main outfall system.
EAPL maintains a comprehensive environmental management program in relation to stormwater quality
where stormwater discharged from the airport site is regularly sampled to verify that it is of a
satisfactory quality. The incorporation of WSUD features and devices in redevelopment have ensured
that stormwater runoff quality is of a quality acceptable to the Essendon Airport Environmental
Strategy. Moonee Valley City Council and Melbourne Water are responsible for the management of
storm water once it leaves the airport.
It is not envisioned that any hotel operations will have an adverse impact on the localised hydrology at
or surrounding the site. The site specific CEMP will provide guidance around contamination prevention
during the project’s construction phase, while during the operational phase the hotel will be operated in
accordance with the overarching Essendon Airport Environmental Strategy.
It should be noted that once the hotel commences operations:
All liquid wastes from the facility will be discharged via a sewer to an appropriate treatment
facility under a trade waste agreement. Discharges to sewer will be managed by the relevant
water authority who may require regular details relating to discharge volumes and
concentrations; and
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Stormwater runoff from the new development will be discharged via the existing stormwater
network at Essendon Airport. Design of the discharge system will, where possible, incorporate
the water sensitive urban design aimed at protecting the receiving waters off site. Stormwater
discharged off site is regularly sampled to verify it is of a satisfactory quality.
4.3.2 Groundwater
As noted in the Essendon Airport Environmental Strategy 2013, groundwater is located between 23 to
29 metres below the surface level within the Newer Volcanics Basalts. The groundwater quality is saline
and is estimated to flow in a southerly direction towards the Maribyrnong River.
The proponent maintains a network of groundwater monitoring points and will continue to monitor
tenant activities and assess groundwater in order to ensure compliance with Airport Regulations.
It is unlikely that there would be any significant impact on groundwater quantity levels or quality as a
result of this project. Given the depth to groundwater it is not expected that it would be intersected
during this period.
4.4 NOISE AND VIBRATION
4.4.1 Construction noise
Construction noise will be managed in accordance with the CEMP and every reasonable effort will be
made to screen noise and vibration to the general public during the construction of the project.
4.4.2 On‐airport noise
Whilst the hotel site lies on the airport’s western perimeter, the hotel’s environs are generally exposed
to noise impacts from fixed and rotary wing operations, both from aircraft taking off and landing and
from ground manoeuvres into and out of aircraft parking positions airside at or around the Terminal and
apron areas.
Deliveries to the project will be generally light vehicles to the loading dock. It is noted that traffic on the
Tullamarine Freeway at the hotel site’s western boundary, is expected to be a far more significant noise
source than any traffic associated with airport operations due to its status as a major arterial freeway
and heavy vehicle route.
Whilst the functions and services provided by the hotel will increase ground traffic, as an overall
proportion of regional traffic the impact of this project is expected to be very small. During construction,
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it is likely that some people working in the project may be subject to general aircraft noise exposure (as
with all patrons and workers at Essendon Airport and its diverse range of land uses) for relatively short
periods while walking to and from car parking areas, public transport or other buildings or facilities in
the precinct. This situation exists for people who currently work or visit the airport and its various
commercial and retail precincts where there are no adverse occupational health and safety issue
resulting as a consequence.
4.5 WIND
As the proposed hotel is inside the assessment zone, a wind shear assessment has been conducted by Dr
Graeme Wood of CPP Wind Engineering & Air Quality Consultants (CPP 2014) to test the effect of the
proposed hotel on the wind conditions for aircraft operations adopting guidelines developed by the
National Airports Safeguarding Advisory Group (NASAG). The report has concluded that the proposed
hotel does not exceed the NASAG 2012 criteria for building generated wind shear for all approaches
(runways 08/26 and 17/35) under normal operating conditions and that in accordance with NASAG the
proposed development will have no impact on aircraft operations throughout the year.
The proponent has undertaken consultation with Airservices and CASA in relation to the assessment and
has provided the CPP report them. During development of the design, EAPL will review the impact of
wind shear and further wind study checks will be undertaken on the final design in consultation with
government agencies, as required.
Regarding the potential for the building to create wind impacts on pedestrians, EAPL has engaged a
suitably qualified wind engineer to conduct a Quality Assessment of the proposal. EAPL will have regard
to the assessment when preparing the final design.
4.6 AIR QUALITY
Air quality is not expected to change with this project, and the impact of air quality during the
construction phase has been assessed by EAPL as negligible. During construction works, especially
during excavation, there is the potential for air quality to be impacted through the generation of dust.
The CEMP for the works will contain measures for minimising the potential for dust generation (i.e.
water carts spraying the soil on a regular basis and placing covers on loads)
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4.7 FLORA AND FAUNA
EAPL has conducted a number of studies focused on the flora and fauna at the site, in consultation with
State and Federal conservation bodies to identify areas of environmental significance. A report in 1998
which covered the entire Airport site concluded the area is of low biological value. More than 70 years
of clearance within the airport grounds and rapid urbanisation of surrounding areas has contributed to
elimination of most native vegetation in the area. No environmentally significant areas were found
within the airport’s grounds.
As noted in the Essendon Airport Environment Strategy 2013, in June 2008 Natural Temperate
Grasslands of the Victorian Volcanic Plain Community were listed on the Environment Protection and
Biodiversity Conservation Act 1999 (EPBC Act). The Natural Temperate Grasslands were listed on the
EPBC Act because it provides habitat for many threatened species, such as the golden sun moth and the
striped legless lizard.
The flora and fauna study completed in 1998 found that exotic grassland is the most widespread fauna
habitat at Essendon Airport and that ‘Very few indigenous plant species remain and all have low cover.
Grassland is maintained at 5‐10cm height by regular mowing.’ In regard to the striped legless lizard, the
study reported ‘The exotic grasslands of the airport are not considered suitable habitat for the species
and it is very unlikely that the species would occur at the airport.’ (Ecology Australia 1998)
A survey of the entire undeveloped land was conducted in 2012 to determine the presence of the
Golden Sun Moth. No Golden Sun Moths were detected during the targeted surveys. The survey
concluded that development of the airport site is not likely to have an impact on this species (Biosis
Research 2012).
As the project site is currently levelled and grassed there is no expected impact of the project on native
flora and fauna. A further flora and fauna assessment of the subject site in May 2014 confirmed that
there are no patches of native vegetation communities, no threatened communities and species and no
matters of National Environmental Significance that require consideration under the EPBC Act. (Jacobs –
SKM, 2014)
4.8 WASTE MANAGEMENT
The operation of the building is likely to result in the generation of some solid waste. However, there is
unlikely to be a significant impact on the waste stream generated by the airport and so no changes to
existing waste management and monitoring processes that apply to the airport will be required.
EAPL will require the Operator of the hotel to take reasonable measures to minimise waste impacts,
through recycling, etc.
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4.9 VISUAL IMPACT AND LANDSCAPE
The entry to Essendon Airport and the English Street precinct is a tapestry of well preserved and more
contemporary medium scale built forms set in a highly specified and fastidiously maintained landscape.
On‐grade car parking facilities and vehicular connections are well defined and supported by the soft
landscape treatment.
The precinct landscaping to the Terminal is mature and the hotel project will add to the developing built
environment on English Street between the Tullamarine Freeway and the Terminal. The design will
create positive visual impacts in key view lines along the Tullamarine Freeway (from both directions) and
in particular from the English Street axis.
EAPL is engaged in ongoing consultation with VicRoads to improve access and visual approaches into the
airport. A widening of the Tullamarine Freeway into the VicRoads road reserve was recently announced
by the Victorian Government and EAPL will engage further with VicRoads regarding this matter.
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4.10 CULTURAL HERITAGE
Under the Airports Act 1996, EAPL was required to prepare an Airport Environment Strategy to protect
the airport’s environment, including its heritage values. Under the Essendon Airport Environment
Strategy 2005 – 2009 a Heritage Management Strategy (HMS) was prepared by Godden Mackay Logan
(2006) and is read and applied in conjunction with the Environment Strategy. The HMS considers the
Commonwealth Heritage management principles in schedule 7B of the EPBC Act in regard to the
maintenance and management of the Commonwealth Heritage values of the Essendon Airport.
The HMS has guided the assessment of the proposed hotel in respect of the identified heritage values of
the proposed site.
4.10.1 European Heritage
The hotel site is located in the Essendon Airport Register of the National Estate Precinct, which is noted
as having Heritage Value Rankings of mixed levels from Some through Moderate to High. The
assessment of this Precinct notes that “it contains many open space areas, structures and features that
are of Low or NO identified heritage value…along the boundary of the airport.” There are no specific or
non‐specific references to the proposed site within the HMS and no identification of the site as having
any heritage value.
4.10.2 Indigenous Heritage
Aboriginal Affairs Victoria has advised that it holds no records for any Aboriginal archaeological sites on
Essendon Airport. Whilst there are no records or expectation of finding any artefacts operators of
construction equipment will be briefed on any possibility of Aboriginal artefacts and in the unlikely
event archaeologically significant material is uncovered during construction works or future land
management works, those matters will be reported to Essendon Airport and the AEO and an
appropriate management strategy developed.
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4.11 POTENTIAL CONSTRUCTION IMPACTS OF THE PROJECT
The following potential impacts have been identified for the construction phase of the hotel. Should
these impacts occur, they will be managed in accordance with the CEMP.
4.11.1 Construction traffic
Construction traffic associated with the works includes the delivery of the building materials and
equipment and vehicle movements associated with the construction workforce. The construction
workforce will park in nearby car parks within the airport which have ample capacity.
The volume of construction traffic is expected to occur outside of peak times and be insignificant
relative to the daily traffic volumes on English Street which provides important road access to the site
and the precinct. For example, construction workers typically arrive on site at approximately 7am and
depart by 4pm which does not conflict with the majority of other users of the precinct arriving and
departing for normal business hours.
Construction traffic will predominantly access the airport from English Street throughout daylight hours
and have alternative access to the airport site via Wirraway Road and Vaughan Street.
4.11.2 Pedestrians
Very few pedestrians currently pass the proposed construction site, nonetheless a pedestrian
management plan for the construction cycle will be incorporated in information provided to the ABC.
4.11.3 Water quality
The CEMP for the site will contain procedures for the management of stormwater runoff from the site
and will be consistent with the requirements of EPA Victoria’s Construction Techniques for Sediment
Pollution Control (1991) and Environmental Guidelines for Major Construction Sites (1996).
4.11.4 Air quality and dust management
The CEMP for the site will contain procedures for the management of dust generation associated with
soil excavation.
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4.11.5 Erosion and sediment control
If not managed properly, there is potential for low levels of erosion and sedimentation during
construction. While any erosion is expected to be minimal due to the site’s flat topography, a sediment
control plan will be developed in consultation with the AEO prior to construction to mitigate against
erosion and sedimentation.
4.11.6 Airport operations
Crane penetrations through the OLS, if required during construction, will be managed to ensure there is
no impact on airport operations. A notice to airmen (NOTAM) will be issued if required. All construction
and related works will be managed in accordance with the regulations set out in Manual of Standards
Part 139 – Aerodromes (CASA 2011). There is not expected to be any impact on the operation of
runways and taxiways at the airport during or post construction of the project.
As stated at Chapter 3.10.1, EAPL will seek permission from Airservices for any temporary penetrations
through the OLS required during construction.
4.11.7 Construction waste
The proponent will impose conditions on contracted parties for the management of construction waste
which is to be recycled where economically and commercially practical or disposed of at a legally
operating waste refuge.
4.11.8 Hazardous materials
Hazardous materials will be managed in accordance with State and Federal legislation, and will include
suitable storage, management and disposal techniques.
4.11.9 Cultural heritage
The CEMP will include policies to manage any cultural heritage items unearthed during construction.
This includes requirements to report any suspected Aboriginal sites to EAPL and Aboriginal Affairs
Victoria. Construction work will stop in the event that works may deface or damage an Aboriginal relic
until the issue is resolved appropriately in accordance with the procedures prescribed under the
Aboriginal Relics Preservation Act 1972.
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4.12 ENVIRONMENT MANAGEMENT SYSTEM (EMS) EAPL is the airport‐lessee company and as such is responsible for the management and planning of most airside and landside facilities at Essendon Airport. EAPL is also responsible for the environmental management of the airport, including ground‐based air and noise emissions. Construction Environmental Management Plans (CEMPs) are prepared to manage potential environmental risks associated with the development of buildings, car parks and other major developments, covering the following aspects:
Stormwater
Run off
Waste
Contaminated Soil
Noise
4.13 ENVIRONMENTALLY SUSTAINABLE BUILDING DESIGN INITIATIVES
EAPL’s achievements and objectives in environment management are set out in the Essendon Airport
Environmental Strategy 2013‐2018 (AES). Chapter 11 of the AES notes that it is a key objective to
‘minimise the use of resources across the Airport e.g. water use, energy consumption.’ It is also noted in
Chapter 11 of the AES, improvements to the use of energy and water resources are identified within
new developments, with the incorporation of water sensitive urban design (WSUD) initiatives and
energy efficient appliances and fittings.
EAPL is incorporating environmentally sustainable design (ESD) initiatives into the hotel proposal such
as:
landscaped bio‐swales to filter and control the flow of storm water;
selection of water efficient plumbing fixtures; and
selection of high performance glazing to increase natural light, reduce glare and improve
insulation.
During the design process, EAPL will investigate the adoption of further ESD initiatives where cost
effective. The Operator of the hotel will also have its own environmental standards which will be
incorporated into the final design.
EAPL will report on the development’s final ESD initiatives in its Annual Environmental Report to the
Federal Department of Infrastructure and Regional Development.
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5.0 CAR PARKING AND TRAFFIC FLOWS
5.1 ROAD NETWORK AND PUBLIC TRANSPORT LINKS
5.1.1 External Road Network
Essendon Fields is well connected to the metropolitan arterial road network. The proposed hotel will be
afforded direct access to the Tullamarine Freeway via the interchange with English Street / Matthews
Avenue to the immediate west. The Tullamarine Freeway provides direct and efficient access to the
Melbourne International Airport to the north‐west, the Melbourne CBD to the south‐east and further
connections to the freeway corridors (Western Ring Road and Calder Freeway).
The Tullamarine Freeway also provides connection to neighbouring suburbs via the following
interchanges:
Essendon via Bulla Road
Coburg and Pascoe Vale via Bell Street
Airport West via Wirraway Road and Matthews Avenue
Figure 8: Subject site and external road network
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5.1.2 Trams
The number 59 Airport West to City tram route operates along Matthews Avenue directly opposite the
hotel site. The tram route also links to Essendon Station, an 11 minute ride away.
5.1.3 Buses
The following bus routes operate along streets on or close to Essendon Fields:
478 ‐ Moonee Ponds ‐ Melbourne Airport via Essendon, Airport West, Niddrie;
477 ‐ Moonee Ponds ‐ Broadmeadows via Essendon, Airport West, Gladstone Park;
479 ‐ Sunbury ‐ Moonee Ponds via Melbourne Airport, Airport West;
501 ‐ Moonee Ponds ‐ Niddrie via Strathmore
The Green Orbital 902 SmartBus currently runs from Chelsea to Airport West via Springvale, Glen
Waverley, Nunawading, Eltham, Greensborough, Keon Park, Broadmeadows and Gladstone Park.
5.1.4 Train
The nearest train stations to Essendon Fields are:
Essendon Station ‐ approximately 8 minutes 4.5km south (tram, bus interchange);
Glenbervie Station ‐ approximately 8 minutes 4.2km southeast;
5.1.5 Taxi
Taxis and hire car services are also readily accessible and the hotel will manage these requirements
consistent with industry best practice.
5.1.6 Internal Road Network
As noted in Chapter 10 of the Essendon Airport Master Plan (EAPL 2013a), EAPL has undertaken a
Ground Transport Plan for the landside of the airport in relation to the first five years of the Master Plan.
As noted at Chapter 10.1 of the Master Plan, ‘EAPL will continue to upgrade and create new roads as
necessary for all new and expanding land use requirements determined by development location and
layout, however, currently the roads are operating at less than one‐third of their theoretical daily
capacity.’
EAPL’s traffic engineering consultants have confirmed that the theoretical midblock capacity of English
Street, based on Austroads Guide to Traffic Management – Part 3, is in the order of 1900 vehicles per
hour in both directions (GTA Consultants 2014b).
A discussion of traffic movements associated with this proposal is included in Chapter 5.3 of this Major
Development Plan.
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5.2 CAR PARKING
5.2.1 Hotel Guests
Car parking for hotel guests is to be accommodated within an at‐grade car park on the hotel site.
The statutory requirements for the provision of car parking are set out in Clause 52.06 of the Essendon
Airport Land Use Plan, with parking rates set out in Clause 52.06‐5. The statutory parking rate for
Residential Hotel use is 1 space per lodging room. However, pursuant to Clause 52.06‐1 of the Land Use
Plan, ‘approval may be given to reduce or waive the number of car spaces required by the table.’
Car parking demand for the proposed hotel (guests and staff) has been assessed by EAPL’s traffic
engineering consultant at 0.32 spaces per room, which for example, equates to a peak car parking
demand in the order of 58 car spaces based on 180 rooms (GTA Consultants, 2014).
EAPL has considered the advice of its traffic consultant and will provide on the hotel site at least 0.32 car
spaces per lodging room. The hotel operator will be responsible for the efficient management of the
hotel car park and may use discretion to accommodate parking for conference guests or visitors in the
hotel car park at times when the car‐park is under‐utilised.
5.2.2 Conference Facility
The use of the conference facility will generally be that of an ancillary use to the hotel, typically
infrequent in nature and occur outside of peak parking times for the current uses at Essendon Airport.
The primary car parking location for guests of the conference facility is to be the Nomad Road car park
which is located directly opposite the hotel site and accessible from Larkin Street and Nomad Road. (See
Figure 9)
With regard to the conference facility, the Land Use Plan identifies a parking rate of 0.3 spaces to each
seat or each square metre of net floor area (whichever is the greater). For example, application of this
rate to the estimated 400 patrons anticipates the conference facility has a requirement to provide 120
car parking spaces, which has been assessed by traffic engineers as appropriate. (GTA Consultants, 2014)
The Nomad Road Car Park and its available capacity is discussed further in Chapter 5.2.4.
Conference facility patrons will also have the option of parking in the surrounding road network free of
charge for up to three hours. There are also more than 700 car spaces in the Shopping Centre car park
located within 400 metres from the hotel site where parking will be available free of charge for up to
three hours.
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Figure 9: Proposed car park access and location plan
5.2.3 Hotel Employees
The primary car parking location for hotel employees is to be the Hotel Car Park (See Figure 9).
Car parking demand for the proposed hotel (guests and staff) has been assessed by traffic engineers at
0.32 spaces per lodging room. EAPL has considered the advice of its traffic consultant and will provide
on the hotel site at least 0.32 car spaces per lodging room.
If demand requires, the hotel Operator has the option to direct its employees to use the Nomad Road
car park located opposite the site. This is consistent with EAPL’s strategy for all‐day and long term car
parking to be accommodated off‐street, leaving short‐term parking on‐street and within the shopping
centre for visitors and retail customers.
The Nomad Road Car Park and its available capacity are discussed further in Chapter 5.2.4.
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5.2.4 Nomad Road Car Park
The Nomad Road Car Park is a temporary at‐grade car park which currently provides additional parking
to office users in the nearby 7 English Street (Essendon Fields House) and 15 Vaughan Street
developments. As car parking demand within the English Street Precinct increases with future
development, EAPL has plans for these car spaces to be relocated into another car park to be
constructed on part of that site or within the immediate area.
The Nomad Road Car Park currently has a capacity of 272 spaces, of which 100 spaces are licensed to
tenants of 15 Vaughan Street for use Monday to Friday. 172 spaces are currently unreserved and
available for public use. The car park is currently utilised by office workers on business days from 8am to
6pm and generally vacant outside this period.
EAPL will provide 122 car spaces in the Nomad Road Car Park for users of the hotel. As outlined above,
additional car parking supply is available outside of the normal business hours for office users in the
precinct.
EAPL will review car parking adequacy for the hotel upon completion of the development and in
consultation with its hotel operator. Should any additional car parking demand arise for the hotel, EAPL
is capable of providing these within its wider car parking strategy. As the precinct develops further, EAPL
will relocate these car bays into new car parks to be constructed on part of the site or within the
immediate area.
5.3 TRAFFIC FLOWS
5.3.1 Traffic flows associated with the hotel proposal
The traffic generated by the project is not expected to have a significant impact on the internal
Essendon Airport street network which is currently operating below design capacity. (GTA Consultants
2014b)
The traffic generation for the residential hotel component has been assessed on the RTA Guide to Traffic
Generating Developments, which has a rate of 0.4 vehicle movements per apartment during the PM
peak hour for ‘Motel’ use. Surveys undertaken by EAPL’s traffic engineering consultant at similar
residential hotel developments located within Melbourne indicate an average of 0.28 movements per
occupied apartment in the AM peak hour and 0.4 movements per occupied apartment during the PM
peak hour.
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On this basis, and assuming a conservative approach of all 180 hotel rooms being occupied, application
of these rates to the proposed maximum of 180 rooms equates to a peak hour traffic volume of 50
movements in the AM peak and 72 movements in the PM peak. (GTA Consultants, 2014b)
Hotel users typically have tidal peaks with the majority of motorists exiting the hotel during the morning
peak and entering in the afternoon peak. These movements are contrasting to the tidal nature of the
current uses at Essendon Airport and will be afforded the available capacity within the network.
Traffic engineering advice confirms that the food and beverage and conference facilities typically have
start and finish times outside of the AM and PM network peaks and as such its traffic movements will
also be able to be absorbed outside of peak times. Further, these uses are considered to be ancillary to
the hotel and patrons will typically be already onsite in the hotel.
The existing profile of traffic entering and exiting Essendon Fields at English Street was recorded using
automated tube counts between 17 July 2014 and 23 July 2014. The results of this survey and the
forecast impact of the hotel on existing traffic movements is summarised in Table 1 below:
TABLE 1
FORECAST IMPACT OF HOTEL ON EXISTING PEAK TRAFFIC MOVEMENTS
English Street, Essendon Fields Entering Exiting
Peak volume of traffic 755
8am‐9am
966
5pm‐6pm
Hotel movements during peak times for Essendon Fields 22 (↑3%)
8am‐9am
67 (↑7%)
5pm‐6pm
Other peak hotel movements 38
6pm‐7pm
49
4pm‐5pm
On this basis, the expected increases in traffic from the hotel use on the road network will be marginal
and capacity in the network exists during these times. As such, the impact would not be expected to
compromise the existing operation, safety and function of the road network.
5.3.2 Traffic flows associated with the longer term growth of Essendon Airport
EAPL will continue to work with relevant Victorian Government departments and agencies to plan for
the transport implications of the full build‐out of the Airport and on the preparation of a longer term
Ground Transport Plan.
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5.4 VEHICLE ACCESS
5.4.1 Vehicle access for hotel guests
A dedicated hotel pick up/drop off area is proposed to be provided in front of the hotel, with access via
a direct connection to English Street.
Vehicle access to the hotel guest car park at the rear of the site is proposed via a separate connection to
Larkin Street.
5.4.2 Vehicle access for conference facility
Patrons of the Conference Centre will be provided with set down access from Larkin Street prior to
parking those vehicles in the Nomad Road Car Park.
5.4.3 Service vehicle access
Vehicle access to a loading area to the rear of the site will be via a connection to Larkin Street.
Figure 10: Proposed vehicle access
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5.5 PEDESTRIAN AND BICYCLE ACCESS
Sealed footpaths are provided on both sides of English Street that provide connections to Essendon
Fields and Matthews Avenue bus and tram services. Figure 11 demonstrates that pedestrian access by
footpaths will be available from the site to bus stops, car parks, the Terminal, neighbourhood shopping
centre and commercial premises. A new sealed footpath will be constructed on the Larkin Street
boundary of the site with a pedestrian crossing across Larkin Street to the car park.
Figure 11: Proposed pedestrian access
The hotel will be situated approximately 380 metres from the front of the terminal and approximately
200 metres from the Essendon Fields Shopping Centre (Runway Plaza), with direct on‐grade pedestrian
access available through a high quality, landscaped boulevard.
Footpath access within the airport is also provided to an off‐airport pedestrian bridge over the
Tullamarine Freeway which links the airport to a tram stop in Matthews Avenue, Airport West.
At‐grade access for cyclists to the project site will be along the internal road system.
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6.0 COMMUNITY AND ECONOMIC IMPACT
The proposed development is estimated to have a total project cost of up to $43.7 million, based on a
development of up to 180 hotel rooms. Employment and economic impact assessments for this draft
Major Development Plan have been prepared by Street Ryan & Associates Pty Ltd (Street Ryan &
Associates, 2014) based on the maximum project size.
6.1 EMPLOYMENT
The airport site contains approximately 174 businesses providing over 4,200 jobs (this represents 12% of
jobs within the City of Moonee Valley) with an additional 908 direct jobs expected to be created over
the next five years. A further 83 indirect jobs are expected to be created within the City of Moonee
Valley and 954 indirect jobs within Victoria. Essendon Airport, in assessing its long term development
capacity, determined the long term employment capacity to be approximately 18,000 jobs.
Based on developments to date, the estimated net‐direct economic benefit derived from businesses
that have located at Essendon Airport since privatisation in 2001 is:
For the City of Moonee Valley, an additional $484.6 million per annum
For Victoria, additional $173 million per annum (excluding $43 million from net wages paid to
FIFO workers).
In March 2014 the Victorian Government announced a new employment precinct and site of state
significance encompassing the suburbs of Essendon Fields and Airport West (Essendon Technology
Precinct). The announcement recognises the precinct’s capacity to create a thriving centre for aviation,
technology and retail comprising approximately 25,000 jobs when complete. This has reinforced
Essendon Airport’s status as a significant transport and employment precinct.
Capital investment in the hotel is expected to be made over a 15 to 16 month + period and is forecast to
result in around 309 jobs (full time, part time, casual and contract) during the construction phase
Total annual employment associated with the facility is estimated at 140, covering management,
administration, reception, housekeeping & cleaning, porters, kitchen, restaurant, bar, maintenance and
outdoor staff. This equates to an estimated 63 full time equivalent jobs. Around 60% of staff are
assumed to be part time or casual. (Street Ryan & Associates, 2014)
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6.2 ECONOMIC IMPACT
The annual economic contribution to the community is likely to be derived from accommodation
takings, restaurant, bar and personal accessory sales to result in:
a net direct economic contribution to the Moonee Valley economy of $10.7 million per year,
a net direct economic contribution to the Victorian economy of $7.7 million per year. (Street
Ryan & Associates, 2014)
The above estimates provide an indication of the extent to which the hotel contributes to a net
expansion in the size of the Moonee Valley and Victorian economies by attracting additional investment
that is sourced from beyond their respective boundaries.
Economic outcomes are summarised below in Table 2 (Street Ryan & Associates 2014).
TABLE 2 SUMMARY OF IMPACTS OF THE ESSENDON FIELDS HOTEL AND CONVENTION FACILITY Once Off Short Term Impacts 150 Rooms 180 Rooms
Construction Costs ($m) $38.7 $43.7
Construction Jobs (includes employees, contractors and sub‐contractors, & professional & technical consultant inputs)
309 335
Annual Impacts Essendon Fields
Moonee Valley
Victoria Essendon Fields
Moonee Valley
Victoria
Net Direct Economic Benefit ($m) $9.3 $7.7 $10.7 $7.7
Direct Annual Jobs 140 146 211 160 167 241
Direct Annual Jobs (FTE) 63 66 95 72 75 109
Employment Multipliers 1.04 1.51 1.04 1.51
The estimated impacts on business output by sector are summarised below in Table 3 (Street Ryan &
Associates 2014).
TABLE 3 ESTIMATED IMPACT ON BUSINESS OUTPUT BY SECTOR AND REGION Sector 150 Rooms 180 Rooms
Moonee Valley Victoria Moonee Valley Victoria
‐ Electricity, Gas, Water & Waste Services
$ 0.6
$ 2.3
$ 0.7 $ 2.7
‐ Construction $ 0.0 $ 0.1 $ 0.0 $ 0.1
‐ Manufacturing $ 0.5 $ 0.5 $ 0.6 $ 0.6
‐ Wholesale/Retail $ 1.6 $ 2.0 $ 1.9 $ 2.3
‐ Transport, Storage & Warehousing
$ 0.1
$ 0.2
$ 0.1 $ 0.2
‐ Services $ 3.1 $ 7.0 $ 3.6 $ 8.2
‐ Household Sector $ 3.7 $ 16.9 $ 4.3 $ 19.5
Total Business Output $ 9.7 $ 29.0 $ 11.3 $ 33.6
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6.3 SOCIAL IMPACT
More generally, the hotel project is expected to have a positive social impact on both those using the
Airport and those within the vicinity. Facilities such as a restaurant, bar, and function and meeting
spaces will be a hospitable addition to the airport site and surrounding areas.
EAPL expects that the development will improve the social fabric of the airport by providing a meeting
place and dining options for those employed at Essendon Airport and surrounding businesses in Airport
West.
The hotel facilities are also expected to appeal to the wider community, enhancing the options within
the locality for large scale function spaces and quality accommodation.
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7.0 STATUTORY CONTEXT
A major development, as defined under the Airports Act 1996 (the Act), requires the preparation of an
MDP which must be approved by the Minister. The contents of an MDP are set out in section 91 of the
Act.
Appendix A sets out the consistency of this MDP with the requirements of the Act and demonstrates this
MDP is consistent with these requirements.
As EAPL holds a long term lease over Essendon Airport from the Commonwealth Government, all
building and development activities are regulated by Commonwealth legislation consisting of, but not
limited to:
Airports Act 1996 (Cth);
Airports Regulations 1997 (Cth);
Airports (Building Control) Regulations 1996 (Cth);
Airports (Environmental Protection) Regulations 1997 (Cth);
Environment Protection and Biodiversity Conservation Act 1999 (Cth);
Airport (Protection of Airspace) Regulations 1996 (Cth); and
Civil Aviation Safety Authority Manual of Standards – Part 139 Aerodromes
7.1 COMMONWEALTH ENVIRONMENTAL IMPACT ASSESSMENT
The Environment Protection and Biodiversity Conservation Act 1999 (Cth) (the EPBC Act) provides a legal
framework to protect and manage nationally and internationally important flora, fauna, ecological
communities and heritage places – defined in the Act as matters of national environmental significance
which include:
World Heritage properties;
National Heritage properties;
Wetlands of international importance;
Nationally threatened species and communities;
Migratory species;
Nuclear actions;
Commonwealth marine environment; and
Any additional matters raised by the regulations.
The project will not affect any matters of national environmental significance. However given the
Airport is located on Commonwealth land, the project is subject to the provisions of the EPBC Act.
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7.2 DEVELOPMENT AND BUILDING APPROVALS
In addition to any MDP requirements, construction of the project is subject to:
The submission of an application for a Building Permit to the ABC in accordance with the
Airports (Building Control) Regulations 1996; and
The submission and acceptance of a Construction Environmental Management Plan (CEMP) to
the proponent.
There is no requirement for any airspace approval under Part 12 of the Act for the project on
completion, and all building permits will be obtained in accordance with Provision 5 of the Act. An
Application under Part 12 of the Act may be required for temporary obstacles (cranes) during
construction of the Hotel, and the need for any such approval will be determined following consultation
with Airservices, CASA and the Department of Infrastructure and Regional Development.
7.3 CONSISTENCY WITH THE STATE PLANNING SCHEMES
The Essendon Airport site is on Commonwealth land where state planning legislation, in particular, the
Victorian Planning and Environment Act 1987 does not apply. However, pursuant to Section 91(1)(ga)(iii)
of the Airports Act 1996, this MDP includes an analysis of ‘how the proposed developments fit within the
local planning schemes for commercial and retail development in the adjacent area.’
Urbis was engaged by EAPL to assess the proposed hotel development against the local planning
schemes for the area adjacent to the hotel site. In particular, the hotel proposal has been assessed
against relevant aspects of the Plan Melbourne Metropolitan Planning Strategy, State Planning Policy
Framework and the Moonee Valley Planning Scheme.
The proposed development’s fit within each of these planning strategies is discussed below. Overall, the
analysis demonstrates that ‘the proposed use and development supports the existing hierarchy of
activity centres and local employment precincts serving the region and is consistent with the relevant
planning frameworks.’ (Urbis 2014)
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7.3.1 Consistency with Plan Melbourne Metropolitan Planning Strategy
The Plan Melbourne Metropolitan Planning Strategy (Plan Melbourne) was released in May 2014 and is
detailed as being the Victorian Government’s Vision for the City of 2050.
Melbourne’s Growth
Melbourne is expected to grow to a city of 7.7 million by 2051 (an increase of 3.4 million) (Plan
Melbourne, 2014) given its rapid growth over the past number of years and the projections of future
population growth. To accommodate the growing population, Plan Melbourne acknowledges the need
for new employment opportunities and expects a demand for approximately 1.7 million new jobs. These
employment opportunities will be required in the CBD as well as the inner and outer suburbs. Plan
Melbourne also acknowledges that existing, future and proposed transport corridors reinforce existing
and proposed employment concentrations.
EAPL considers that the proposed hotel development will contribute to this expected growth and
provide for new employment opportunities to the region. The economic impact and employment
assessment for the proposed hotel is discussed in detail at Chapter 6.
Tourism
Plan Melbourne identifies that Melbourne’s strong position in tourism is expected to continue to grow.
This growth is expected to drive the demand for short stay accommodation.
EAPL considers that Essendon Airport is an ideal location for a hotel development. To the west of the
site, on the opposite side of the Tullamarine Freeway is the Airport West Principal Activity Centre which
also comprises a range of services and amenities. Visitors of the proposed hotel will have access to a
range of services and facilities within Essendon Fields and Airport West, including retail, cafes and
restaurants. Visitors will also have direct access to the Melbourne CBD via public transport options or by
road.
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Future of Melbourne’s Airports
Plan Melbourne acknowledges the importance of supporting the expansion of airports given that they
are key economic assets to the region that support the Government’s intention of growing new
industries and employment.
Plan Melbourne states that ‘Essendon Airport in Melbourne’s north provides for regular passenger
transport, small‐to‐medium airfreight, a base for emergency services and a range of commercial and
retail activities. As well as providing these important services, it has good transport access and is close to
other industry and retail uses in Airport West. Opportunities exist to maintain these services, as well as
to increase development and employment opportunities.’ (Plan Melbourne, 2014)
EAPL considers that the increasing development of employment clusters such as Essendon Fields
requires various key land uses to supply the employment and economic needs of the centre. The
proposed hotel, which will include a dedicated conference facility, a bar and restaurant will contribute
to the long term growth and development of Essendon Airport and help address the importance of
developing these employment clusters.
A new Employment Precinct for Melbourne’s North
On 19 March 2014 the Victorian Government announced that the Metropolitan Planning Authority,
Monee Valley City Council and Essendon Airport are working in partnership to prepare and develop a
framework plan which will incorporate Essendon Airport’s Master Plan and Moonee Valley’s Airport
West Structure Plan. The final version of Plan Melbourne now includes a short term strategy to prepare
a structure plan linking Essendon Airport and Airport West (Essendon Technology Precinct) that
identifies the opportunities for urban renewal and increased development and employment.
Several early development projects were identified in the Victorian Government’s announcement in
March 2014, including a 150 room hotel and conference centre on airport land, subject to approval by
the Federal Government.
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7.3.2 Consistency with Moonee Valley Planning Scheme
The Moonee Valley Planning Scheme regulates the development of various land uses and activities that
surround the airport site. It is noted that the State and Local controls of the Moonee Valley Planning
Scheme do not address the development of Essendon Airport specifically. However, Clause 18.01
(Transport) and Clause 21.07 (Economic Development) are policies that note the development potential
of the airport. Clause 21.07 (Economic Development) lists the Essendon Airport Master Plan as a
reference document.
The following sections assess how consistent the proposed hotel use is against relevant aspects of the
State and Local Planning Policies of the Moonee Valley Planning Scheme.
7.3.2.1 State Planning Policy Framework
State Planning Policy recognises the importance of providing for a strong and innovative economy,
where all sectors of the economy are critical to economic prosperity. Planning is to contribute to the
economic well‐being of communities and the State as a whole by supporting and fostering economic
growth. This will be done by providing land, facilitating decisions and resolving land use conflicts, so that
each district may build on its strengths and achieve its economic potential.
EAPL considers that this project will achieve the important State objectives of promoting growth and
economic development, as outlined below.
Activity Centre Planning
Essendon Airport is not listed as a designated Activity Centre in the Moonee Valley Planning Scheme.
However, it is located adjacent to the Airport West Principal Activity Centre and is considered to be an
employment centre which provides various facilities to the aviation industry and the surrounding area.
EAPL considers that given its strategic location, Essendon Fields provides the opportunity to create an
integrated business environment and the potential to create significant employment opportunities,
through the enhancement and expansion of the range of services and facilities currently located in the
area.
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Urban Environment
Clause 15.01 (Urban Environment) sets out strategies for new development to contribute to the
community by improving safety, diversity and choice, the quality of living and working environments,
accessibility and environmental sustainability.
EAPL considers that the proposal furthers this policy by locating a high quality designed hotel on the
Essendon Airport site. It will provide ground level activity to the street frontage, passive surveillance to
the public realm and more generally enhance the experience of the area.
Economic Development
Policy at Clause 17.01‐1 (Business) seeks to encourage development which meets the community’s
needs for retail, entertainment, office and other commercial services and provides net community
benefit in relation to accessibility, efficient infrastructure use and aggregation and sustainability of
commercial facilities.
Tourism development is encouraged at Clause 17.03‐1 (Facilitating tourism) to maximise the
employment and long term economic, social and cultural benefits of the State. The strategies at this
Clause seek to ensure that tourism facilities have access to suitable transport infrastructure and be
compatible with, and build upon the assets and qualities of surrounding urban or rural activities and
cultural and natural attractions.
EAPL considers that the proposed hotel will contribute to the economic well‐being of the local area and
region. The proposed hotel will contribute to the economic wellbeing of the adjacent Airport West
Principal Activity Centre, as well as the existing employment centre of Essendon Fields. The significant
economic benefits for the municipality and state are detailed in Chapter 6.
Airport Development
An objective at Clause 18.04‐2 (Planning for airports) is to strengthen the role of Victoria’s airports
within the State’s economic and transport infrastructure and protecting their ongoing operation. It
includes strategies that recognise Essendon Airport’s current role as providing specialised functions
related to aviation, freight and logistics and its potential future role as a significant employment and
residential precinct that builds on current functions.
The strengthening and rejuvenation of Melbourne’s airports is a key platform within State planning
policy and EAPL considers that the proposed hotel will serve to respond to such policy by contributing to
the expansion of the airport facilities and employment growth of the centre. The proposal will not
adversely affect the ongoing operation of the airport and will meet the needs of users of the airport as
detailed in Chapter 3.3.
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7.3.2.2 Local planning policy framework
The Local Planning Policies of the Moonee Valley Planning Scheme seek to implement the objectives and
strategies of Council’s Municipal Strategic Statement which include a focus on growing populations, the
built form, economic development, community facilities and transport and access. The proposed hotel
will support the development of the City of Moonee Valley, as outlined below.
Vision for the Municipality
The vision for the Municipality of Moonee Valley detailed at Clause 21.02 is to provide a safe community
which has ready access to services and facilities for wellbeing, embraces its local heritage and cares for
the environment, supporting individuals and groups to be involved in their community. Objectives and
strategies for land use planning in the municipality focus on sustainability, housing, the built
environment, activity centres, economic development and transport and access. The Strategic
Framework Plan at Clause 21.02‐2 details the subject site’s location as an employment node.
Moonee Valley City Council has recently acknowledged the ongoing operation and development of the
airport and seeks to work with EAPL and the Metropolitan Planning Authority to develop a framework
plan for Essendon Fields and Airport West. This framework plan will guide the future development of
the precinct as an important employment centre for the area.
The proposed hotel and its associated facilities will contribute to Council’s vision of a city which has
ready access to services and facilities.
Built Environment
Clause 21.03‐1 (Sustainable Environment) encourages contemporary and innovative, environmentally
sustainable designed buildings. This policy also recognises that local employment, education and
training opportunities are fundamental to the sustainability of the future of the municipality of Moonee
Valley.
Clause 21.05 (Built Environment) identifies the community’s demand for high quality architectural and
design outcomes and seeks to achieve contemporary development that is innovative, legible and
designed in a manner that responds to its location and context.
EAPL considers that the proposed hotel will make a positive contribution to the surrounding area. The
design will incorporate sustainable design initiatives into its contemporary and innovative design that
will respond positively to its context.
Page | 58
Development Potential of Essendon Airport
Clause 21.06 (Activity Centres) identifies the role and functions of the various activity centres in Moonee
Valley. Airport West is identified as a Principal Activity Centre, which is located adjacent to the subject
site on the western side of the Tullamarine Freeway. The Airport West Structure Plan identifies how
Airport West will evolve to the year 2030. The plan seeks to consolidate land uses in and around the
shopping centre, encourage new development that contributes positively to the image of the centre and
ensuring the centre is well connected locally and regionally by various modes of transport. Although the
proposed hotel development is not located directly within the boundary of the Airport West Activity
Centre, it is submitted that the proximity of the subject site to this centre renders the policy relevant to
this analysis.
Policy at Clause 21.07 (Economic Development) identifies that the redevelopment of the Essendon
Airport site into a large scale business/retail park is a unique economic opportunity for Moonee Valley. A
specific objective at Clause 21.07‐2 for employment is to create a city that is a leading destination for
people to live, work, invest and prosper. The strategies at this policy seek to attract high value adding
businesses to the main employment nodes.
EAPL considers that the proposed hotel development will complement the existing uses in and around
the precinct and will further enhance the strong employment base of not only the Airport West Principal
Activity Centre but also the role of Essendon Fields as an employment node.
Access and Infrastructure
Clause 21.09‐2 (Objectives and strategies – Transport and Access) encourages new development to be
located within close proximity to public transport. The location of the proposed hotel within close
proximity to public transport will reduce the need for users of the facility to rely on private vehicle use
to access the facility. It will also ensure users of the facility have direct access to the CBD and
surrounding regions and a range of services.
7.3.3 Conclusion
Based on the above assessment, it is evident that the site is strategically located to support the
development of a hotel and associated facilities on the site. The proposal is consistent with the relevant
state and local planning considerations within the Moonee Valley Planning Scheme as well as the
overarching strategic direction provided in the Plan Melbourne Metropolitan Planning Strategy.
Page | 59
7.4 MASTER PLAN
The project is consistent with the 2013 Master Plan (EAPL, 2013a) and also the previous 2008 Master
Plan.
The 2013 Master Plan is the current master plan for Essendon Airport which was approved on 23 April
2014 by the Minister for Infrastructure and Regional Development. The 2013 Master Plan lists a ‘140 –
180 room hotel with associated conference, food and beverage facilities’ as a development proposed to
occur in the airport’s English Street precinct over the next five years.
An on‐airport hotel and general accommodation was also noted in the previous 2008 Master Plan as a
development proposal for the airport’s English Street precinct, with a strong possibility of occurring
during the next five years.
7.5 CONSISTENCY WITH LAND USE PLAN
Essendon Airport’s Master Plan (EAPL 2013a) includes a detailed Land Use Plan in order to provide a
clear planning framework for the use and development of Essendon Airport.
The proposed hotel development is located within the English Street Precinct. The policy basis for the
English Street Precinct is:
English Street and its immediate surrounds form the main gateway to Essendon Airport and
therefore provide visitors with important ‘first impressions.’ English Street is the main
airport boulevard and its status within the airport road hierarchy is to be reinforced.
Creation of an appropriate entry statement, which announces Essendon Airport, is of
particular importance.
Due regard has to be given to the types of uses and activities which occur, the scale, form
and design of the buildings, and the relationship of buildings to the street and surrounds to
create an open campus‐style setting.
As the gateway to the airport the use and development of land on either side of English
Street must complement and enhance the entrance to the site and the Boulevard character
of English Street.
Page | 60
It is policy in the Land Use Plan that:
the precinct will be promoted and developed as the main location for office
activities;
architectural expression promotes and reinforces the campus‐style theme of the
airport;
building frontage setbacks should complement and reinforce the boulevard
character of English Street and Office Boulevard;
view corridor opportunities into the site from Matthews Avenue and the
commencement of English Street should be promoted and enhanced; and
development on areas not directly fronting English Street or Office Boulevard also
reinforce the campus‐style character of the precinct.
EAPL has had regard to the Land Use Plan and its policies in formulating the proposal and this Major Development Plan. The proposed development is considered to achieve the intent of the Essendon Airport Master Plan by: Improving the range of services and facilities available at Essendon Airport to the on‐
airport workforce, travellers and visitors;
Servicing the expected growth in aviation activity;
Contributing to employment levels at the airport and providing a net direct economic
benefit to the City of Moonee Valley municipal area and the State;
Creating high quality built form at the gateway to the airport which makes an important
visual statement;
Reinforcing the English Street Precinct’s status as the main location for office activities
and higher‐value commercial development;
Enhancing the scenic amenity and boulevard character of English Street;
Addressing the needs of car parking demands for the proposal;
Meeting the requirements of the airport’s Environmental Strategy; and
Providing a development that achieves EAPL’s overall vision for the airport and the
development objectives.
7.6 ENVIRONMENT STRATEGY
The Essendon Airport Environment Strategy (EAPL 2013b) prepared under Part 6 of the Airports Act
1996 was approved along with the 2013 Master Plan on 23 April 2014. This project is consistent with the
2013 Environment Strategy.
Page | 61
7.7 AIRPORT LEASE
The hotel proposal is consistent with the airport lease.
The Commonwealth retains ownership of Essendon Airport, which is leased to EAPL for 50 years with a
49 year option. As Lessee, EAPL is required by the Commonwealth to provide for the use of the airport
site as an airport and for access to the airport by interstate and intrastate transport.
The lease also provides:
“Throughout the term the Lessee must develop the Airport Site at its own cost and expense having
regard to:
a) the actual and anticipated future growth in, and pattern of, traffic demand for the Airport Site;
b) the quality standards reasonably expected of such an airport in Australia; and
c) Good Business Practice.”
The construction of the project is in response to the needs of airport users and the current and
anticipated future growth in aviation activity at the airport. (Refer Chapter 3.3 – Needs of users of the
Airport)
7.8 PRE‐EXISTING INTERESTS
In preparing this Major Development Plan, EAPL has considered all interests in the land existing at the
time the airport lease was created, including leases, sub‐leases, licences and easements. There are no
conflicts or inconsistencies existing between these interests and the proposals in this Major
Development Plan.
Page | 62
8.0 REFERENCES AHS Advisory (2013) Market Feasibility Update
Report – Proposed Essendon Fields Hotel,
October 2013.
Australian Government Department of the
Environment (Department of the Environment
2013) Significant impact guidelines 1.1,
Environment Protection and Biodiversity Act
1999, 2013.
Australian Standard (1994) AS2021‐1994
Acoustics – Aircraft Noise Intrusion – Building
Siting and Construction.
Biosis Research (2012) Essendon Fields: Golden
Sun Moth Survey, February 2012.
Civil Aviation Safety Authority (CASA 2011)
Manual of Standards Part 139 – Aerodromes
Version 1.6, June 2011.
CPP (2014), Qualitative Wind Assessment for
Essendon Hotel, July 2014.
Ecology Australia (1998) Essendon Airport Survey for Significant Flora and Fauna, January 1998. EPA Victoria (1991) Construction Techniques for Sediment Pollution Control, 1991. EPA Victoria (1996) Environmental Guidelines for Major Construction Sites, February1996.
Essendon Airport Pty Ltd (EAPL) (2013a) Essendon Airport Master Plan, 2013. Essendon Airport Pty Ltd (EAPL) (2013b) Essendon Airport Environmental Strategy 2013‐2018, 2013 Godden Mackay Logan (2006) Essendon Airport: Heritage Management Strategy, September 2006. GTA Consultants (2014a) Essendon Fields Hotel – Major Development Plan, April 2014. GTA Consultants(2014b) Essendon Fields – Hotel Development, September 2014. Jacobs – SKM (2014) Essendon Fields English Street Precinct Flora and Fauna Assessment, May 2014. State Government of Victoria (Plan Melbourne, May 2014), Plan Melbourne Metropolitan Planning Strategy, May 2014. Street Ryan & Associates (2013) Assessment of the Economic and Employment Contributions of Essendon Fields Master Plan Developments to 2012 & Planned New Developments, May 2013. Street Ryan & Associates (2014) Essendon Airport Hotel Development Impact Assessment, September 2014. Urbis (2014), Essendon Airport Hotel Major Development Plan – Planning Assessment, March 2014.
APPENDIX A – Consistency of the MDP with Statutory Requirements
Section 91 of the Airports Act 1996 Relevant Section 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 1.2 The Proposal
1.4 Objectives
(b) is consistent with the airport lease for the airport and the final master plan for the airport. 1.2 The Proposal
1.4 Objectives
7.4 Master Plan
7.5 Consistency with Land Use Plan
7.7 Airport Lease
(1) A major development plan, or a draft of such a plan, must set out:
(a) the airport‐lessee company’s objectives for the development; and 1.4 Objectives
(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 Needs of Users of the Airport
(c) a detailed outline of the development; and 3.0 Project Description
(ca) whether or not the development is consistent with the airport lease for the airport; and 7.7 Airport Lease
(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
7.4 Master Plan
7.5 Consistency with Land Use Plan
(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
4.4 Noise and Vibration
(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
3.10 Impact on Aviation
(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 Defence Department, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and
3.11 Management of aircraft noise intrusion
(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 (Building Control) or
Part 12 (protection of air space around airports)
in respect of elements of the development; and
3.10 Impact on Aviation
4.11 Potential Construction Impacts of the Project
2.0 Major Development Plan Process
(ga) the likely effect of the proposed developments that are set out in the major development plan, or the draft of the major development plan, on:
(i) traffic flows at the airport and surrounding the airport; and 5.3 Traffic Flows
(ii) employment levels at the airport; and 6.1 Employment
(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
6.2 Economic Impact
7.3.2 Consistency with Moonee Valley Planning
Scheme
(h) the airport‐lessee company’s assessment of the environmental impacts that might reasonably be expected to be associated with the development; and
4.0 Environment & Heritage
(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
4.0 Environment & Heritage
Page | 64
(k) if the plan relates to a sensitive development ‐ the exceptional circumstances that the airport‐lessee company claims will justify the development of the sensitive development at the airport; and
Not applicable.
(l) such other matters (if any) as are specified in the regulations. 7.8 Pre‐existing interests
3.10.2 Wind Shear
4.5 Wind
(2) Paragraphs (1)(a) to (k) (inclusive) do not, by implication, limit paragraph (1)(l). Noted.
(3) The regulations may provide that, in specifying a particular objective, assessment, outline or other matter covered by subsection (1), a major development plan, or a draft of such a plan, must address such things as are specified in the regulations.
7.8 Pre‐existing interests.
3.10.2 Wind Shear
4.5 Wind
(4) In specifying a particular objective or proposal covered by paragraph (1)(a), (c) or (ga), a major development plan, or a draft of a major development plan, must address:
(a) the extent (if any) of consistency with planning schemes in force under a law of the State in which the airport is located; and
7.3 Consistency with the State planning schemes
(b) if the major development plan is not consistent with those planning schemes—the justification for the inconsistencies.
7.2 Consistency with the State planning schemes
(5) Subsection (4) does not, by implication, limit subsection (3). Noted.
(6) In developing plans referred to in paragraph (l)(f), an airport‐lessee company must have regard to Australian Standard AS 2021—2000 (“Acoustics—Aircraft noise intrusion—Building siting and construction”) as in force or existing at that time.
2.3 Hotel
3.11 Management of aircraft noise intrusion
(7) Subsection (6) does not, by implication, limit the matters to which regard may be had. Noted.
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P01 04.07.14 CONCEPT DESIGN SUBMISSION JR NMW
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AMG
E:
N:
5822535.926
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MGA
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PA
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Larkin
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(indicated in re-aligned form)
Lar
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Essendon FieldsHouse
Nomad RoadCar Park
No
mad
Ro
ad
N 5822566.424E 314310.208
N 5822577.628E 314322.549
N 5822605.584E 314258.455
N 5822615.187E 314270.979
N 5822610.530E 314266.302
N 5822601.996E 314296.992
N 5822598.126E 314291.646
N 5822572.311E 314290.732
N 5822572.103E 314318.937
N 5822571.009E 314314.815
N 5822576.232E 314295.917
N 5822610.675E 314262.593
_129
ESSENDON FIELDSLEASE BOUNDARY
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As indicated
PROPOSED SITE COORDINATES PLAN
ESSENDON FIELDS PTY LTD
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10m 25m5m2m
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CHECK POINT '_129' AS INDICATED ON ESSENDON FIELDSINFRASTRUCTURE MASTER DEVELOPMENT PACKAGESURVEY DRAWING:
'ESSENDON FIELDS, AIRPORT SPOT LEVELS, OVERALL'REVISION D
BUILDING NORTHINGS AND EASTINGS INDICATED TO MGACOORDINATES
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1JW-200
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GENERAL ARRANGEMENT ELEVATIONS
SOUTH WEST
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NORTH WEST
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c 2014 jestico + whiles. all rights reserved
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NORTH EAST
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+76.100 mLvl 00 SSL
+81.200 mLvl 01 SSL
+84.300 mLvl 02 SSL
+108.400 mTop of Crown
+87.400 mLvl 03 SSL
+90.500 mLvl 04 SSL
+93.600 mLvl 05 SSL
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+99.800 mLvl 07 SSL
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DO NOT SCALE THIS DRAWING ALL DIMENSIONS MUST BE CHECKED ON SITE
INFORM THE ARCHITECT OF ANY DISCREPANCIES PRIOR TO CONSTRUCTION
KEY PLAN NOTES
c 2014 jestico + whiles. all rights reserved
CLIENT
PROJECT
As indicated
GENERAL ARRANGEMENT ELEVATIONS
SOUTH EAST
ESSENDON FIELDS PTY LTD
ESSENDON FIELDS HOTEL
FOR INFORMATION
2636-JW-203 P02
P01 04.07.14 INITIAL ISSUE JT NMW
1m 5m2m0.5m
0
P02 11.07.14 FOR INFORMATION JR NMW
MAJOR DEVELOPMENT PLAN
HOTEL DEVELOPMENT AT ESSENDON AIRPORT
(Essendon Airport Pty Ltd)
CONDITIONS OF MINISTERIAL APPROVAL
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DEFINITIONS In this document, unless the contrary intention appears: Act means the Airports Act 1996 as amended from time to time.
AEO means the Airport Environment Officer for Essendon Airport, appointed under the
Airports (Environment Protection) Regulations 1996.
AES means the environment strategy set out in the final master plan for Essendon Airport.
Airport means Essendon Airport.
Airservices means Airservices Australia.
CEMP means Construction Environmental Management Plan.
CMP means Construction Management Plan.
Department means the Department of Infrastructure and Regional Development.
MDP means the major development plan for the development of a hotel on the Essendon Airport
site.
Minister means the Minister for the Department of Infrastructure and Regional Development.
EAPL means Essendon Airport Pty Ltd. INTERPRETATION In this document, unless the contrary intention appears: (i) if a word or phrase is given a particular meaning above, other parts of speech and
grammatical forms of that word or phrase have corresponding meanings. (ii) a term that is defined in the Act or in regulations made under the Act has the same meaning
when it is used here.
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CONDITIONS OF APPROVAL
Pursuant to subsection 94(7) of the Act, the Minister for Infrastructure and Regional Development may approve a draft major development plan subject to one or more conditions. The Minister has approved the MDP subject to the conditions set out below. Condition 1 (environmental impact management during construction)
A. EAPL must develop a CEMP to be submitted to the AEO for approval.
B. Construction must not commence until the CEMP has been approved by the AEO.
C. The CEMP must assess risks and nominate management controls related to all potential impacts, including, but not limited to, the following aspects:
• soil contamination;
• stormwater quality;
• air quality (including dust);
• noise and vibration;
• storage and handling of hazardous materials;
• waste; and
• cultural heritage.
D. The CEMP must be consistent with the AES, as set out in the Essendon Airport 2013 Master Plan.
E. Once approved, EAPL must ensure the CEMP is implemented.
F. EAPL must seek approval from the AEO for any variation to the CEMP. If the AEO approves a variation to the CEMP, EAPL must implement the variation.
G. EAPL must provide to the AEO a quarterly report, commencing the date of construction, on whether the CEMP has been complied with.
Condition 2 (airspace impact management during construction)
A. Prior to construction commencing, EAPL must submit the following information to Airservices:
• the height of the development (including aerials); and
• a copy of the CMP for the development; and
• the plan required by subcondition B (which may be part of the CMP).
B. EAPL must develop a plan (which may be part of the CMP) to be submitted to Airservices for approval that assesses risks and nominates management controls related to potential impacts of the construction of the development on Airservices’ functions at Essendon and Melbourne Airport, including (but not limited to):
• interruptions to the control tower line-of-sight during building activity such as crane operations, the use of concrete pumpers and temporary scaffolding;
• distraction, glare and/or reflection during the delivery, lifting and handling of building materials;
• distraction, glare and/or reflection due to lighting on the construction site; and
• the potential disruption of critical underground services required for aviation operations.
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C. EAPL must consult with Airservices in developing the plan required by subcondition B. If Airservices is not satisfied that the plan adequately provides for management of risks relating to Airservices’ functions, EAPL must work with Airservices to develop a plan that enables continued safe performance of Airservices’ functions.
D. Construction must not commence until the plan required by subcondition B has been approved by Airservices.
Condition 3 (traffic and parking management)
A. Prior to construction commencing, EAPL must inform the Department of the number of car parks on-site and reserved at the nominated overflow car park in the final development design.
B. EAPL must obtain and provide an independent traffic and parking assessment to the Department within 12 to 18 months of the development opening for business.
C. If EAPL becomes aware, either as a result of the above traffic and parking assessment, or by other means, that car parking arrangements for the development are not reasonably adequate for its ongoing operation and amenity, or development traffic is adversely affecting the internal road network, EAPL must:
notify the Department, without delay, of the issues relating to car parking adequacy and/or the adverse traffic impact on the internal road network; and
nominate actions and timeframes to mitigate these issues; and
if the Department advises that it is not satisfied that the actions will sufficiently address the identified issues, work with the Department in good faith to agree reasonable and appropriate actions and timeframes to do so; and
in good faith, take all reasonable steps to implement the agreed actions.