Preliminary Draft Major Development Plan

PRELIMINARY DRAFT MAJOR DEVELOPMENT PLAN

25 CATALINA DRIVE, MAJURA PARK OFFICE DEVELOPMENT

February 2018

Table of Contents Glossary ...... 3 Chapter One: Introduction ...... 5 1.1 Location ...... 5 1.2 The proposal ...... 6 1.3 The project ...... 6 1.4 Proponent details ...... 8 1.5 Objective ...... 9 1.6 Major development plan process ...... 9 1.7 Building Code of Australia ...... 10 1.8 NCP Employment Location ...... 10 Chapter Two: Proposal Description ...... 11 2.1 Office development ...... 11 2.2 Canberra Airport office precincts ...... 14 2.3 Needs of airport users ...... 16 2.4 Building services and facilities ...... 18 2.5 Landscaping and site planning ...... 19 2.6 Signage ...... 19 2.7 Construction ...... 20 2.8 Operation and maintenance ...... 20 2.9 Impact on aviation ...... 20 Chapter Three: Environment and Heritage...... 23 3.1 Approach to assessment ...... 23 3.2 Site conditions ...... 24 3.3 Hydrology and water quality ...... 25 3.4 Noise and vibration ...... 25 3.5 Wind Studies ...... 26 3.6 Air quality ...... 29 3.7 Flora and fauna ...... 29 3.8 Waste management ...... 30 3.9 Visual impact and landscape ...... 30 3.10 Cultural heritage ...... 30 3.11 Potential construction impacts of the proposal ...... 30 3.12 Environment Management System (EMS) ...... 33

Chapter Four: Parking and Traffic Flows ...... 35 4.1 External road network ...... 35 4.2 Public transport ...... 37 4.3 Sustainable Transport Solutions ...... 38 4.4 Traffic flows ...... 39 4.5 Vehicle access ...... 40 4.6 Pedestrian access ...... 40 Chapter Five: Community and Economic Impact ...... 41 5.1 Office market ...... 41 5.2 Economic impact ...... 42 Chapter Six: Consultation ...... 47 6.1 Approach to consultation ...... 47 6.2 Stakeholder consultation ...... 47 Chapter Seven: Statutory Context ...... 49 7.1 Commonwealth environmental impact assessment ...... 49 7.2 ACT planning regime ...... 49 7.3 Development and building approvals ...... 51 7.4 Master Plan ...... 51 7.5 Relationship to airport planning ...... 51 7.6 Environment Strategy ...... 52 7.7 Airport Lease ...... 52 7.8 Pre‐existing interests ...... 52 Appendices ...... 53 Appendix A – Consistency of the MDP with statutory requirements ...... 53 Appendix B – Land Uses in Majura Park ...... 55 Appendix C – Construction Environmental Management Plan ...... 57

Glossary ABC Airport Building Controller AEO Airport Environment Officer ALC Airport Lessee Company AMSL Above Mean Sea Level ANEF Aircraft Noise Exposure Forecast ASA Airservices Australia BBP Brindabella Business Park BCA Building Code of Australia BRA Building Restricted Area CASA Civil Aviation Safety Authority CBRJO Canberra Region Joint Organisation CEMP Construction Environment Management Plan EMS Environment Management System EPBC Environment Protection and Biodiversity Conservation Act 1999 GBCA Green Building Council of Australia ILS Instrument Landing System LOS Level of Service MDP Major Development Plan MOP Majura Office Park MOS Manual of Standards MOU Memorandum of Understanding MPSC Majura Park Shopping Centre NCA National Capital Authority MTOW Maximum Take Off Weight NCP National Capital Plan NLA Net Lettable Area NOTAM Notice to Airmen OLS Obstacle Limitation Surface PANS‐OPS Procedures for Air Navigation Services – Aircraft Operations PCA Property Council of Australia PFAS Per‐ and poly‐fluoroalkyl substances

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Chapter One: Introduction 1.1 Location The Canberra Airport Aerotropolis is located in the Majura Valley, eight kilometres East of Canberra’s Central Business District and four kilometres North‐West of Queanbeyan. It is located on the East‐West Transport Corridor as defined in the NCP, which contains over 75 percent of Canberra’s employment. It is also denoted as a Defined Office Employment Centre in the NCP. The Airport is part of the Eastern Broadacre area described in the ACT Planning Strategy 2012.

Similar airports around the world, where major activity nodes are developing, are now known as an Aerotropolis. The Commonwealth Government’s aspiration is to develop the Western Sydney Airport as an Aerotropolis.

Majura Park, Canberra Airport

Most of the land North and South of the Airport is currently used for broadacre purposes because it is overflown by aircraft or because of its long association with Department of Defence activities. This land (including the Airport) is denoted as a new Employment Corridor in the ACT Planning Strategy 2012. The ACT Government’s Eastern Broadacre Study has identified commercial and industrial land use opportunities adjoining the Airport, West of Majura Road, opposite the Airport’s Majura Park. The ACT Government sold a 7.8 hectare parcel of land to IKEA as the initial stage of this new commercial development area. West and North of IKEA, both the IKEA and future development areas are designed to leverage off the planning, investment, and risk undertaken by Canberra Airport in developing Majura Park since 2005.

This proposal is situated within Majura Park. Majura Park is a mixed‐use precinct within the Airport Aerotropolis made up of retail and office tenants, together with supporting amenities and landscaped public spaces (refer Figure 1, page 7). Majura Park continues to activate the broader Majura Valley destination in attracting interstate visitors to retail stores such as Costco, Woolworth and Aldi and professional services, including a medical centre, together with leisure experiences.

The Airport site adjoins the Majura Interchange at the junction of Canberra’s North‐South and East‐West road corridors. As such, the Airport is strategically located for the development of a major activity node reinforcing the “30‐minute city” catchments of Canberra, Queanbeyan and parts of the subregion. Being so close to Canberra City and Parliament House, as well as having such a large number of residents drive through the Majura Interchange or nearby the Airport every day (particularly from Queanbeyan, Tuggeranong and Gungahlin), the Airport Aerotropolis is a key employment location to minimise drive times and travel distance for sustainable transport initiatives.

1.2 The proposal The proposal is to construct an office building at 25 Catalina Drive, as an extension to the existing MOP, of up to 25,000m² NLA1. The development site is adjacent to the existing recreation centre at 29 Catalina Drive, within easy walking distance to the existing MOP and MPSC. This proposal is the second stage in developing the MOP. This proposal will be the first office building in over nine years commenced in Majura Park, or anywhere on Canberra Airport, with the last being the basement for 15 Lancaster Place, Majura Park, which started in March 2008. The proponent requires the office building to be market ready for new tenant opportunities as they emerge, to attract “the kind of businesses that gain value from the connectivity that a 24‐hour airport offers”2. If the development proceeds at the maximum development of 25,000m² NLA, the building cost will be in the order of $70 million, subject to final design and specification.

1.3 The project The construction of this proposal is the next stage in the development of the MOP, consistent with the Canberra Airport Master Plans, including the latest 2014 Master Plan approved in January 2015. The development will be up to 25,000m² of office space. The timing of the project is subject to a tenancy agreement to lease, realising long‐term planning for the site, but indicatively is scheduled to commence between 2018‐2019. The site as shown in Figure One previously had building approval for two office buildings.

1 Net Lettable Area: The Property Council of Australia definition for Net Lettable Area for a whole building occupation is the floor area resulting from an internal measurement between the perimeter walls taken at 1.5metres above the floor line and excludes toilet blocks, cleaners’ rooms, lift wells, fire stair wells, and all plant rooms. In office buildings where the lifts face one another the area between the facing lifts is also excluded.

2 Fletcher,P. [2017] Luncheon Address – NSW Division of Property Council, 3 November 2017.

The proposal will be developed by the proponent to provide A‐Grade office space within Majura Park. Majura Park has been developed into one of Australia’s best planned office and retail precincts and the worldwide development trend of airports now acknowledged as Aerotropolises. In the past, airports were seen as transport hubs for moving goods and people from one region or country to another. Not so today. Airports are now business destinations in their own right and provide a powerful economic engine for their region and local communities. Increasingly, airport precincts are home to business and industrial parks; information, communications and technology complexes; retail centres and hotels.3 The development of Canberra Airport as an Aerotropolis is consistent with the Commonwealth Government’s aspirations for all federally‐leased airports and the future Western Sydney Airport. The Commonwealth, ACT, NSW Governments and the Canberra Region Joint Organisation (CBRJO) are working together to capture this opportunity for the Canberra Region leveraging off the Canberra Airport Aerotropolis.

The proposal will be designed and constructed to meet Commonwealth Government building standards and performance levels, high levels of environmental design and sustainability, as well as any applicable, specific ASA and CASA requirements. Related facilities may include adjacent car park decking on existing car park space and basement car parking, however these do not form part of this proposal, as discussed in Section 1.2 The Proposal above. The site for the proposal has an area of approximately 9,700m².

3 Mrdak, M [2015] The difficulty of planning and investing in productive infrastructure – Western Sydney Airport. Address to the AFR National Infrastructure Summit, 12 June 2015

Figure One: Proposed Site

1.4 Proponent details On 29 May 1998, the Commonwealth Government granted a long‐term Airport Lease for Canberra Airport to Canberra Airport Pty Limited as part of the Phase II sale of Federal Airports. As Canberra Airport is located on Commonwealth land, the Commonwealth’s statutory officers include the ABC and the AEO. Canberra Airport Pty Limited is the ALC under the provisions of the Airports Act 1996 (the Act). Under this Act responsibility for decisions regarding the use and development of airport land resides with:

 the Minister for Infrastructure and Transport (the Minister) for proposals considered to be ‘major airport developments’, or

 Canberra Airport and the ABC and AEO for all other proposals (see Section 1.6).

The proponent of the proposal is:

Canberra Airport Pty Limited Level 4, Plaza Offices West 21 Terminal Avenue CANBERRA AIRPORT ACT 2609

1.5 Objective The objective of this proposal is to construct an A‐Grade office facility, subject to demand, further developing the existing MOP. This objective is consistent with the vision for Canberra Airport as presented in the 2014 Master Plan and previous Master Plans to:

 develop Canberra Airport as a first‐class quality facility as the major public transport gateway to the National Capital;

 meet the evolving transport needs of the region’s business and resident community; and

 maximise the growth of a wide range of aeronautical and other businesses. The construction of the proposal will provide ongoing job opportunities, economic activity from the investment, optimise the social and economic benefits of the Airport to the Region, and facilitate additional income streams to ensure that all of the detailed objectives of the Airport are performed in a viable, safe, comfortable, secure and environmentally sustainable way. As is evident with the development of Canberra Airport over the past eighteen years, the diversity of income generated from non‐aviation development similar to the proposal has facilitated aviation development with capacity to service future growth, for example the Terminal precinct.

1.6 Major development plan process A “major development”, as defined under the Act, requires the preparation of an MDP which must be approved by the Minister. The proposal may also be considered under the EPBC Act. This MDP was prepared because the proposal is expected to exceed the requirements under subsection 89(1) of the Act, notably: 89(1)(e) – 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. In addition, the proposal will be subject to:

 Compliance with the development requirements of Canberra Airport Pty Limited;

 Submission of an Application for a Building Permit to the ABC in accordance with the Airports (Building Control) Regulations 1996; and

 Submission of a CEMP to the AEO for review and advice.

1.7 Building Code of Australia The proposal will be designed and built to comply with the BCA.

1.8 NCP Employment Location As set out in the NCP, Canberra Airport is within the Central National Area, is an employment location and the relevant precinct code is the Airport’s Master Plan. This proposal is consistent with the NCP.

Chapter Two: Proposal Description 2.1 Office development The proponent will have carriage of the base building design, fittings and equipment, construction and ownership of the completed building. The proposal will be in keeping with the high architectural standard of the existing adjacent MOP, and the wider Majura Park. The proposal will marry best practice campus style workplace principles within a master planned landscaped precinct. This, in combination with the A‐Grade quality building, will create an internal and external ‘village’ for a tenant achieving co‐location, breaking the historical constraints of disjointed and siloed workplaces typical of older buildings. Canberra Airport has been a member of the GBCA since its inception. 8 Brindabella Circuit is the first office building in Australia to be awarded a 5 Star Green Star Rating by the GBCA. All buildings on Canberra Airport, including the proposal, are designed and built in response to GBCA principles. The opportunity to commence a second stage of the MOP is an important design aspect of this proposal. The proposal will further bridge the existing MOP with nearby pedestrian thoroughfares and recreational, retail and medical amenities. The development will be visible from aircraft on both the main Runway 17/35 and cross Runway 12/30. It is important that the proposal embraces architectural language from the surrounding precinct to influence a welcoming modern design on all facades. The design of the proposal is yet to be finalised however Figure Two conceptually represents the proposal.

Figure Two: Indicative Office Development – North‐West Elevation

Specifications

The floor plate of 25 Catalina Drive is expected to be approximately 3,300m² NLA on most upper floors. Subject to commercial negotiation, it is anticipated the proposal will consist of:

 Up to 25,000m² NLA floor space;

 Up to six storeys over basement car parking up to a height of 27 metres above ground level;

 vehicle access;

 atrium / lobby area; and

 a number of lifts, including service lifts. Final design and specification is yet to be decided, however the proposal will likely provide space for a loading dock, general storage, waste management, meeting facilities, a gym, bike storage, shower and toilet amenities and potentially for a café, a kiosk and other tenant requirements. Externally, the proposal will include access areas for service vehicles, pedestrian thoroughfares and landscaping. The proposal will be designed to meet all applicable building standards and respond to GBCA principles.

Parking facilities The proponent has a history of providing car parking space capacity ahead of demand. This is evident in all Airport precincts, including Majura Park. The proponent plans, designs and builds all car parking and also provides ongoing customer service in all car parks, including at Majura Park. A single level basement will be provided, plus some on‐grade visitor parking. There is extensive on‐ grade car parking adjacent the proposed site and broadly within Majura Park the proponent forecasts will satisfy demand with minor changes to existing car parking management practices. The proposal will be supported by over 4,500 car parking spaces within Majura Park (as shown in Figure Three).

Figure Three: 25 Catalina Drive Car Parking and Access

Building height The proposal will be up to six storeys over basement car parking up to a height of 27 metres above ground level. The building height including roof vents, lift over‐runs and plant and equipment will be below the OLS and the BRA.

Building material and finishes Final design and specification is yet to be decided, however external finishes, all with non‐glare finishes, are likely to be as follows:

 Roof ‐ Powder coated metal decking, similar to that used for the existing MOP.

 External walls ‐ A mix of masonry, glazing and insulated composite aluminium/powder coated panels, similar to that used on other Airport office buildings. The masonry at ground level or on particular facades will have applied finishes. Concrete features may also be included.

 Windows ‐ Double glazed with low ‘e’ high performance glass to deliver high levels of thermal and noise attenuation performance and mitigate glare.

 Paving ‐ Tiled, brick or concrete paving. Internal finishes:

 Floors ‐ Generally modular carpet tiles (subject to building occupant) with hard surfaces in foyers and wet areas.

 Walls ‐ Hard surfaces, generally plaster board or similar.

 Ceilings ‐ Generally modular mineral fibre tile within a metal grid system. All building products and specifications will be consistent with BCA requirements. The design of the building envelope will be similar in character to the other high‐quality buildings that have been constructed at the Airport. It is intended the building facade will comprise panels of selected colours portraying quality and sophistication.

2.2 Canberra Airport office precincts Across the BBP, MOP and Fairbairn, Canberra Airport is now Canberra’s third largest office precinct, after Civic and the Parliamentary Triangle, supporting a growing working population of approximately 12,000 people, expected to reach 34,000 people by 2034 (2014 Master Plan).

Existing Majura Office Park, Canberra Airport

The Airport provides a total master‐planned workplace solution encompassing landscaped gardens, childcare centres, a range of parking facilities, integrated public transport, conferencing facilities, BBQ facilities, playing fields, gymnasiums, tennis courts, a swimming pool, cafes, retail offerings, medical practitioners, as well as a Vibe Hotel. The proposal will be located between Catalina and Dakota Drives in Majura Park, adjacent the existing MOP on Canberra Airport, with easy pedestrian access to facilities within the Park and beyond to the Terminal Precinct via a newly constructed shared‐use path alongside Majura Road and Fairbairn Avenue. Majura Park is centrally located to the rest of Canberra, sitting at the intersection of Canberra’s East‐ West and North‐South arterial road network, and approximately eight kilometres from the City and six kilometres from the Parliamentary Triangle as shown in Figure Four. Around two‐thirds of the Canberra and Queanbeyan population live within a 20‐minute drive of the Airport.

Figure Four: Proximity to Canberra City and Parliamentary Triangle

Majura Park is recognised as a leading example of urban design and place making. It is designed to create a sense of community and achieve on site a balance between work, health and lifestyle.

2.3 Needs of airport users The proposal forms a further stage to the established and highly successful Majura Park as a mixed‐ use area and will reinforce the long‐term concept for Majura Park as a commercial hub. Opportunities will be enhanced for existing government agencies, blue‐chip business, and retail and café businesses situated in the Park or in the vicinity. Tenants of 25 Catalina Drive will be within walking distance of the MPSC, a recreational centre and oval, on and off‐airport speciality retailers, a medical centre as well as petrol stations and car wash facilities.

Majura Park Shopping Centre, Canberra Airport

The proponent owns and manages all the current buildings in the MOP with a high focus on customer service to airport tenants. Adjoining the proposal site to the South is the Kingswim enclosed swimming pool and on the opposite side of Catalina Drive is the Majura Park Childcare Centre. The proponent will consult these two sensitive tenants through the MDP process and during construction. The Canberra Airport approved CEMP states at page 7: “Noise generated from construction, maintenance and demolition of a building or other structure at the airport should not exceed 75dB(A), calculated at the site of a sensitive receptor, as defined in the Airports (Environment Protection) Regulations 1997.” “Noise from operation of plant and machinery should not exceed background noise level at a sensitive receptor site:

 between the hours of 07:00 and 22:00 – by more than 5dB(A); and  between 22:00 hours of a day and 7:00 of the next day – by more than 3dB(A) (Schedule 4, Airports (Environment Protection) Regulations 1997).”

Section 5 Environmental Issues, page 13, of the CEMP also provides at 5.1 a Noise Management Plan. The contractor is required to comply with the provisions of the CEMP and will be monitored by the proponent. If noise complaints are received by the proponent, work practices and work times will be reviewed and adjusted to meet reasonable and practical compliance with the CEMP.

Risk and hazard management There is a low level of hazard and risk associated with the construction and operation of the building as it will comply with current building standards and relevant health and safety standards. The potential for incidental hazards such as fire within the building is controlled by adherence to building codes and standards such as the BCA and all relevant Australian Standards, and by the operation, as required, of work, health and safety legislation. The BCA prescribes requirements for fire extinguishers, hose reels, and emergency exits. The proposal will comply with the Canberra Airport Safety Management System. Furthermore, risk assessments will be conducted as part of all Method of Working Plans published for the purposes of building the proposal. Australian Standard 2021:2015 is the criterion for the acoustic insulation of buildings. The siting, design and construction of the proposal will be consistent with the provisions of Australian Standard 2021:2015 and other relevant standards. The site of the proposal is dissected by the Canberra Airport Ultimate Capacity ANEF 30 Contour (technically endorsed June 2008) and in practical terms the ANEF of the site is between the 29 and 31 Contours. AS2021:2015, Table 2.1, determines that a commercial building within this area is conditionally acceptable. The proposal is therefore consistent with AS2021:2015. Work, health and safety requirements within and adjacent to the proposal will be managed in accordance with relevant statutory requirements.

Provisions for mobility impaired people The proposal will be compliant with the BCA Standard 1428.1. Provisions for mobility impaired people will include – consistent with the proponent’s development criteria and disability policies:

 Disabled persons toilets;

 At grade access to the building from the vehicle drop‐off point;

 Mobility‐impaired parking;

 Uniform floor levels throughout the interior; and

 Lifts access to levels.

2.4 Building services and facilities The Airport site is serviced to the boundary by all utilities. The reticulation of all utility services within the Airport is planned, constructed, owned and managed by the proponent to a high quality and with redundant capacity designed to service growth over time and to achieve the optimum life cycle of each utility reticulation.

Power supply/electricity/gas The proposal will be supplied with an electricity and gas service adequate to supply all building, lighting and other services.

Water supply Adequate supplies from ICON Water are readily available through the Airport site’s reticulation system which has no constraints to capacity following upgrades in 2006/07.

Wastewater and sewage disposal The proposal will be connected to the existing wastewater and sewage reticulation systems in the precinct. No constraints to capacity for these services currently exist in this area.

Telecommunications The proposal will incorporate current telecommunications technologies in all respects, including the ability for fibre optics communication/data transmission. There are cabling conduits for multiple carriers throughout the precinct owned and managed by the proponent. No constraints to capacity for these services currently exist in this area.

Lighting The proposal will be fitted with non‐glare, energy efficient light fixtures internally and externally, where appropriate. External lighting fixtures will be installed to comply with requirements outlined in Chapter 9 of Manual of Standards Part 139 and also Guideline E of the National Airports Safeguarding Framework, Managing the Risk of Distractions to Pilots from Lighting in the Vicinity of Airports, to meet air safety requirements. The proposal is within Zone B where any up lighting is restricted to 50 candela. The same restrictions apply to a number of existing buildings in Majura Park.

Heating, ventilation and air‐conditioning The proposal will incorporate an energy efficient air‐conditioning system managed by building plant computer systems consistent with operational requirements, GBCA principles and efficient low energy use targets.

2.5 Landscaping and site planning The proponent designs, constructs and manages all landscaping maintenance on and adjacent to the Airport. Landscaping will be consistent with existing development within Majura Park in order to create an urban and landscape design that is harmonious in form and texture both within the Airport and on surrounding land to reinforce the site as the public transport gateway to the National Capital.

Majura Office Park, Canberra Airport

The surrounds of the proposal will be landscaped to extend the strong unified landscape theme which is being progressively implemented throughout the Airport. Landscaping will be designed to minimise attraction to birds and other wildlife. 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.

2.6 Signage Signage relevant to the completed building will be generally consistent with signage throughout Majura Park and the provisions of the Airport’s approved 2014 Master Plan, including:

 Tenant signs ‐ business name and logo, subject to commercial agreement;

 Ground transport and traffic signage; and

 Safety and hazard signage as required.

2.7 Construction Earthworks to a depth of approximately five metres may be required to accommodate the building’s foundations and basement car park. Sufficient laydown and layby areas for construction activities will be provided. The proponent has considerable experience in managing construction proposals of a large scale so that access to the proposed site and through Majura Park will be maintained with minimal disturbance.

2.8 Operation and maintenance The proposal will be maintained within the proponent’s overall asset maintenance function.

2.9 Impact on aviation The proposal will not affect flight paths at the Airport.

OLS and PANS‐OPS The proposal will not affect or penetrate the OLS or PANS‐OPS. OLS are ‘a series of geometric planes associated with each runway at an aerodrome that defines the desirable limits to which objects may protrude into the airspace around the aerodrome so that aircraft operations at the aerodrome may be conducted safely’.4 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 OLS surface for either runway does not extend over the site. Should cranes be required at any time during construction that may penetrate the prescribed airspace, clearances will be sought in compliance with the Airports (Protection of Airspace) Regulations 1996.

Navigational aids and radar The proposal is to be located to the North‐West of the airfield intersection of Runways 12/30 and 17/35 and will be designed and built not to infringe any navigation aid and in particular will comply with “Navigation Aids Radio Instrument Landing System Localizer Building Restricted Area”, drawing HR 31247 SHT No 004, 30 June 2011.

Building Restricted Area (BRA)

As part of pre‐consultations to this Major Development Plan proposal, the proponent has consulted ASA in regard to the BRA.

4 CASA. Manual of Standards Part 139 – Aerodromes. Version 1.6. June 2011. Page 1‐10.

Canberra Airport is finalising the necessary infrastructure works to upgrade Runway 35 from Category I to Category II. ASA has advised that to secure the integrity of the ILS for Category II operations, the building height of the proposal should not exceed 27 metres above ground level. The proponent has reworked the proposal concept plan from a previous building height of 35 metres above ground level to 27 metres above ground level.

The commissioning of Category II operations in 2018 at Canberra Airport will mean that relevant aircraft will be able to land in low visual conditions with greater regularity compared to the current Category I operations. The decision for a pilot to land will be 100 feet above the runway height compared to the current Category I 200 feet above the runway height. This will mean in Category II operations a pilot will make a decision to land with the aid of centerline and touchdown zone lighting and the aircraft will be positioned approximately 400 metres inside the airport fence, north of Pialligo Avenue.

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Chapter Three: Environment and Heritage Consistent with the proponent’s drive for world‐leading environmental outcomes, 25 Catalina Drive will be at the forefront of environmentally sustainable design. The proposal is expected to achieve at least a 4.5 NABERS rating and GBCA 5 Star Green Star design requirements. Environmental measures will include:

 solar hot water;

 programmable lighting;

 extensive sun‐shading;

 a high use of recycled building materials;

 sizing of plant to allow maximum efficiency; and

 floor‐by‐floor air‐handling.

3.1 Approach to assessment Immediate and regional environment The site is not located within or near any threatened listed species, including Natural Temperate Grassland, flora and fauna.

Environmental impacts Environmental impacts relate both to the construction period and the occupation and use of the building once constructed. The potential impacts of the use of the proposal and the mitigation and management of any adverse impacts are addressed in the following sections in relation to:

 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 proposal.

3.2 Site conditions Soil conditions The alluvial soils of the Majura and Molonglo Valley floodplains typically range from loams to sandy loams and silty loams to light and medium clays, to a depth of 2 to 3 metres. Below that, they comprise mainly sands, gravely sands and sandy gravels, to a depth of 15 metres. The soil conditions of the site are consistent with this description. The proposal will be built on land that has not been developed previously, therefore the proponent is not expecting to discover contamination. All fill excavated during construction works will be tested and classified prior to leaving the Airport site, in compliance with the standard Canberra Airport CEMP at Appendix C. A geotechnical assessment will be undertaken before detailed design as required for structural purposes. In July 2017 the proponent commissioned WSP to undertake an environmental assessment of soil conditions at the proposed site comprising a total of sixteen test pits spaced in three North‐South and five East‐West alignments to cover the perimeter and the centre of the building footprint. The test pits were excavated to either 1 metre or 1.5 metres. The analytical results for PFHxS+PFOS (PFAS) ranged up to 0.0377 milligrams per kilogram of soil, a nominal reading compared to the Commonwealth Department of Environment and Energy criteria of 60 milligrams per kilogram. The results also indicate subsurface soils do not exceed regulatory limits in the Airports (Environment Protection) Regulations 1997.

The proponent will undertake further soil tests once the excavation work is complete.

The proponent will also commission tests of any groundwater intercepted during construction.

Site contamination There is no known contamination on the site. If a contamination source is encountered, the contamination source and material will be removed on expert advice and the AEO will be advised. Further treatment and testing of the site will depend upon the type of contaminant and expert advice. The proponent’s policy is to employ all reasonable and practical measures to remove contamination, minimising further loss to soil or groundwater or otherwise comply with specified environmental limits outlined in the Airports (Environment Protection) Regulations 1997. Any small quantities of fuels and oils used in the construction or operation of the building will be stored to ensure they do not leak into any soils, and if they do leak, remediation activities will be undertaken promptly.

3.3 Hydrology and water quality Surface hydrology Stormwater from the site drains via a network of open and closed drains and water systems to the Molonglo River via Woolshed Creek. The Molonglo River flows generally westwards to Lake Burley Griffin and ultimately to the Murrumbidgee River North‐West of Canberra. The proponent maintains a comprehensive environmental management program in relation to stormwater quality. This program ensures minor pollutants emanating from the access roads and car parking areas will not significantly affect the quality of stormwater discharge from the Airport into receiving waters such as the Molonglo River. This is outlined in the Canberra Airport Water Management Plan. Stormwater from the constructed building will be directed into the existing network of drains. The capability of these drains is not fully utilised. All sewage and wastewater from the proposal will be conveyed directly to the existing ICON sewerage system servicing the Airport. It is unlikely there will be significant impact from the proposal on the water quality in Woolshed Creek, Molonglo River or downstream waters.

Groundwater The proponent has a network of groundwater monitoring and irrigation wells. The shallow water table at the Airport can be at a depth of between 1‐2 metres (not always running), a slow running aquifer between 4‐5 metres and the deep‐water aquifer is about 20‐30 metres. Groundwater quantities in the area around the proposal site are reasonably high. It is expected that the footing excavation may extend below the shallow water table depth. The final design will protect the building with groundwater interception. It is unlikely there will be significant impact on groundwater quantity levels or quality as a result of this proposal. Any excavations below the groundwater level will be managed in an appropriate way consistent with Canberra Airport’s PFAS Work Health and Safety Guideline (November 2017). As outlined in the standard CEMP, testing of any groundwater encountered will occur before the water is pumped out and before any chemical treatment to settle turbidity, to determine the most appropriate disposal method. In addition to the CEMP required criteria, all groundwater intercepted will be tested for PFAS. Pumps will collect any excess water during construction. Drains may be installed to divert water around the completed proposal to ensure no disruption to local or regional water flow occurs.

3.4 Noise and vibration Construction noise There is expected to be a certain level of noise and vibration associated with the construction of the proposal. This noise is not expected to be any different from that produced in the construction of any other building and will comply with all work, health and safety criteria.

Every effort will be made to screen noise and vibration exposure from the general public during the construction phase. Construction is generally expected to occur during daylight hours, so no regular impact of night construction noise and vibration is expected. Construction noise will be managed in accordance with the CEMP.

On‐airport noise The immediate environs of the precinct are exposed to noise impacts from aircraft operations, both from aircraft taking off and landing and from ground manoeuvres into and out of aircraft parking positions airside at the Terminal. The site of the proposal is dissected by the Canberra Airport Ultimate Capacity ANEF 30 Contour (technically endorsed June 2008) and in practical terms the ANEF of the site is between the 29 and 31 Contours. AS2021:2015, Table 2.1, determines that a commercial building within this area is conditionally acceptable. The proposal is therefore consistent with AS2021:2015. Deliveries to the proposal will be generally light vehicles to the loading dock off Dakota Drive. As a result, traffic noise levels within or adjacent to the proposal will be well within relevant traffic noise criteria. As an overall proportion of regional traffic, the impact of this proposal is expected to be very small. It is likely some people working on the construction of the proposal, or those that later work in the proposal while walking to and from car parking areas, bus stops or other buildings or facilities in the precinct, may be subject to aircraft noise exposure while an aircraft passes for relatively short periods. This situation exists for people who currently work around the Airport and there is no known adverse amenity or work, health and safety issues resulting.

3.5 Wind Studies A wind tunnel analysis has been completed on the proposal by independent consultants Windtech. In undertaking its analysis of wind tunnel results Windtech used 63 years of wind climate data for Canberra Airport. The wind analysis was undertaken by Windtech in accordance with the September 2017 revised draft Guideline B of the National Airports Safeguarding Framework (NASF), Managing the Risk of Building Generated Windshear and Turbulence at Airports. In its analysis Windtech note the following: For this assessment the development has been compared against criteria stated in the public exhibition draft of the updated NASF Guideline B. They are defined as follows:

 The variation in mean wind speed due to wind disturbing structures must remain below: o 7 knots (3.6m/s) parallel to the runway centreline (or extended runway centreline) at heights below 61m AGL. Any speed deficit change of 7 knots or greater must take place over a distance of at least 100m. The “7 knot along‐wind windshear criterion”.

o 6 knots (3.1m/s) perpendicular to the runway centreline (or extended runway centreline) at heights below 61m AGL. Any speed deficit change of 6 knots or greater must take place over a distance of at least 100m. The “6 knot across‐wind windshear criterion”.  The standard deviation of wind speed must remain below 4 knots (2.1 m/s) at heights below 61m AGL. The “4 knot turbulence criterion”.5 The proposed development site is 500 metres from the centreline of the main Runway 17/35 and 320 metres from the centreline of cross Runway 12/30. The proponent commissioned Windtech to undertake a wind tunnel analysis for both runways as illustrated in photographs of the wind tunnel model in Figures Five and Six.

Figure Five: Photograph of the Model in the Wind Tunnel for Runway 12/30 (View from South, Existing + Proposed)

5 Windtech [2017] Wind Tunnel Assessment for the Potential for Wind Shear Canberra Airport, Majura Park. 11 October 2017, page 3.

Figure Six: Photograph of the Model in the Wind Tunnel for Runway 17/35 (View from South, Existing + Proposed)

In the case of the main Runway 17/35, the Windtech analysis concludes: The statistical analysis of the likelihood of occurrence of an adverse wind shear event shows that the wind speed deficit criteria limit of 7 knots along wind and 6 knots cross wind are not reached. The RMS turbulence levels have been compared with the 4 knot criteria. The results for the existing building case and the proposed development case exceed the 4 knot criteria. However, the proposed development does not increase the turbulence compared with the existing development. The proposed development does not increase the building induced turbulence along the 17/35 runway of Canberra Airport above current levels.6 In the case of the cross Runway 12/30, the Windtech analysis concludes: The statistical analysis of the likelihood of occurrence of an adverse wind shear event shows that the wind speed deficit criteria limits of 7 knots along wind is not reached, and that the wind speed deficit criteria limits of 6 knots cross wind is reached for 0.15% of the year on average for all winds between North and East (360° to 90°). The lowest wind speed that needs to occur to meet the 6kt criteria is 17kts for winds from the north‐east. The RMS turbulence levels have been compared with the 4 knot criteria. The results for the existing building case and the proposed development case exceed the 4 knot criteria. The proposed development increases the turbulence compared with the existing development. The lowest wind speed that needs to occur to meet the 4kt criteria is 13kts for winds from the north‐east.

6 Ibid, page 4.

Due to the availability of the main 17/35 runway for aircraft that can land on runway 12/30, it is likely that aircraft will be instructed to use the main 17/35 runway when strong winds occur from the north to the north‐east. Give this assumption then the wind directions of most interest are 67.5° (East‐North‐East) and 90° (East) and for these wind directions the probabilities of exceeding the criteria are similar to existing conditions. 7 The use of Runway 12/30 is constrained by the following:

 The low strength of the Runway (Pavement Classification Number 12);  The short length of the Runway (1,679 metres);  To the West of the Runway is the Canberra Noise Abatement Area that only permits light aircraft to a maximum of 5.7 tonne to fly below 3,000 feet above ground level.

Due to the constraints noted above, Runway 12 arrivals and Runway 30 departures combined are less than 2 percent of aircraft movements at Canberra Airport. Further, these movements mean that the runway is in use for less than 10 percent of the potential hours, that is for over 90 percent of potential hours there are no aircraft operations arriving onto Runway 12 or departing off Runway 30.

Some smaller airline turboprop passenger aircraft and light aircraft land on Runway 30 from the East. Most of these aircraft are significantly above the noise abatable weight of 5.7 tonne MTOW and therefore cannot depart to the West on this Runway. Likewise, aircraft arriving Runway 12 are constrained to light aircraft not exceeding 5.7 tonne MTOW.

All aircraft that operate at Canberra Airport can utilise Runway 17/35.

3.6 Air quality The results of 2013 monitoring of air emissions on and in the vicinity of the Airport indicate all measured pollutant concentrations were well below the National Environment Protection (Ambient Air Quality) Measure limits.8 Air quality at the Airport, and in the ACT generally, is regarded as very good and no significant impact has been measured from airport operations. Air quality is not expected to change with this proposal. A review of air monitoring is due in 2018.

3.7 Flora and fauna The proposal site is currently turf and is bordered by an existing building and roadways, adjacent on‐ grade car parks, within the built environment of the Majura Park. Endangered flora and fauna are not known to be within the vicinity of proposal site.

7 Ibid. 8 SLR [2013]. Ambient Air Quality Monitoring Canberra Airport 2013. November 2013

3.8 Waste management The operation of the proposal 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 the existing waste management and monitoring processes that apply to the Airport will be required.

3.9 Visual impact and landscape The proposal will add to the built environment between Majura Road and the runways with the potential for positive visual impacts from certain viewing directions both on and off the Airport. The key viewing audience for the proposal will be people travelling within Majura Park as well as those in aircraft using the main Runway 17/35. A major consideration in the landscape planning and design is the use of landscape materials which would minimise bird attraction with the objective of reducing the threat of bird strike to aircraft using the Airport. The proposed landscape design will incorporate strategies of reduced bird habitat, integration of potential water bodies and stormwater treatment and careful plant species selection to effectively reduce the risk of bird strike on operating aircraft.

3.10 Cultural heritage Indigenous heritage The archaeological sensitivity of the Airport was developed on the basis of the findings of a two‐ stage cultural heritage study undertaken in 2001 (Australian Archaeological Survey Consultants 2001) which involved detailed modelling and then test‐pitting on the Airport site. The proposed development site is not a known location of archaeologically significant material and was heavily disturbed in the civil works creating Majura Park in 2005/6. In accordance with the Canberra Airport 2014 Environment Strategy, in the unlikely event archaeologically significant material is uncovered during works or future land management works they will be reported to Canberra Airport and the AEO and an appropriate management strategy will be developed.

European heritage The only site with any European heritage relevance within the boundaries of the Airport is on the former RAAF Base Fairbairn located in the North‐Eastern sector of the Airport some distance from the proposed development site, therefore an impact on European heritage is not expected.

3.11 Potential construction impacts of the proposal The following potential impacts have been identified during construction. Should these impacts occur, they will be managed in accordance with the CEMP.

Construction traffic Construction traffic associated with the works includes the delivery of building materials and equipment as well as vehicle movements associated with the construction workforce. The construction workforce will park in adjacent car parks, which have ample capacity, and not on the site itself. It is unlikely there will be more than 50 construction vehicles in situ on any one day during the construction period. This volume of traffic will be mostly off‐peak and insignificant relative to the daily traffic volumes on Majura Road which provides road access to the site. Construction traffic will predominantly access the site throughout daylight hours. All construction traffic will access the site from Dakota Drive as shown in Figure Seven.

Figure Seven: Construction access to/from 25 Catalina Drive

Pedestrians Pedestrians from the MOP currently traverse the southern end of the proposed development site when walking to the MPSC. A pedestrian management plan to be in use throughout construction will be incorporated in information provided to the ABC.

Water quality As usual for construction sites, there will be the need for stormwater control measures. Stormwater control measures will be implemented to control any sediment‐laden run‐off during excavations for the basement foundations and minor works such as construction of footpaths and parking areas. These will be undertaken in compliance with the standard CEMP at Appendix C.

Air quality and dust management There is the potential for some localised dust generation associated with soil excavation. Dust suppression measures, such as watering of exposed soil surfaces from non‐potable supply, will be implemented to prevent dust generation as much for safety reasons as for environmental reasons. Emissions from diesel powered construction equipment and exhausts from vehicles travelling to and from the site are considered to be insignificant in both the local and regional traffic contexts.

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 flatness of the site, a sediment control plan will be developed and reviewed by the AEO prior to construction to mitigate against erosion and sedimentation.

Airport operations Crane penetrations through the OLS, if required during construction, will be managed to ensure there is no impact on airport operations and in close consultation with ASA and CASA. A NOTAM will be issued as required. All construction and related works will be managed in accordance with the Regulations set out in MOS Part 139. There is not expected to be any impact on the operation of runways and taxiways at the Airport during construction of the proposal.

Construction waste Construction waste will be managed through construction conditions, including via provisions in the Conditions of Induction Handbook. Construction waste will be separated where economically and commercially practical and recycled or disposed of at a legally operating waste refuge.

Hazardous materials Hazardous materials will be managed in accordance with ACT legislation, and will include suitable storage, management and disposal techniques.

3.12 Environment Management System (EMS) The proponent is committed to managing and developing the Airport in an environmentally sustainable manner and has established an EMS. In co‐operation with all stakeholders, the proponent aims to maintain and continuously improve the environmental management of the Airport. The construction and operation of the proposal will be consistent with the EMS. Prior to the start of construction, the designated contractor(s) must implement the CEMP and a sediment control plan for approval by the proponent and the AEO. Best practice environmental management measures and the safeguard measures identified in this exposure draft MDP will be incorporated in the CEMP.

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Chapter Four: Parking and Traffic Flows 4.1 External road network The road network serving the Airport is part of the metropolitan and regional arterial road network connecting the Airport with Civic and the Parliamentary Triangle to the West, Queanbeyan to the East, Gungahlin to the North, Tuggeranong and Jerrabomberra to the South and the adjoining NSW hobby farm belt around the ACT. Canberra Airport is situated on the following nearby arterials which are major approach routes:

 Pialligo Avenue, which is duplicated to BBP;

 Monaro Highway, which is duplicated to the Molonglo River;

 Majura Parkway, which is duplicated, connects with the Monaro and Federal Highways; and

 Fairbairn Avenue. The proponent works closely with the NCA to integrate Airport land with long‐term plans for these major approach routes. The proponent also works collaboratively through the Canberra Airport Planning Co‐ordination Forum and other consultative processes with the NCA, the ACT Government and the Commonwealth Department of Infrastructure, Regional Development and Cities to provide appropriate integration of future development within the Majura Valley (i.e. the recent IKEA development on ACT Government land adjacent Majura Park) and to ensure adequate capacity in supporting infrastructure, including roads. Following completion of the Majura Parkway in 2016, Majura Road is now a local road upgraded to dual lane in 2016/17 for the frontage of Majura Park, between Fairbairn Avenue and Mustang Avenue in the North. A link road (Meddhung Road) from the Majura Parkway to Spitfire Avenue via IKEA was opened prior to Christmas 2017. A number of studies of the Majura Interchange have been commissioned by the ACT Government, Roads ACT, and the Economic Development Directorate over the past eleven years. These studies have had regard to the potential new populations of urban renewal and infill in North and South Canberra, greenfield development in Molonglo and Queanbeyan, the ongoing growth of the Gungahlin residential areas, the growth in airline passenger traffic and employment levels at the Airport forecast in the Master Plan, and the traffic demand impacts of the ACT Government’s new proposal of a Majura Valley retail and commercial precinct adjoining Canberra Airport, IKEA being stage one. Following completion of the Majura Parkway, the Airport, NCA, ACT Roads and the Department of Infrastructure, Regional Development and Cities continued to meet to oversee road strategies within the vicinity of the Airport, including the Majura Interchange and major approach routes. These studies identified three network improvement priorities to be built over time in response to metropolitan and regional traffic demand growth: 1. Additional lanes on Fairbairn Avenue in both directions from Pialligo Avenue through to the Majura Parkway northbound on‐ramp; 2. Partial grade separation of the Pialligo Avenue/ Fairbairn Avenue/Beltana Road intersection;

3. Staged duplication of Fairbairn Avenue to the War Memorial noting that this was originally going to be built in 1998‐99 to satisfy traffic demand. None of the road upgrades are a result of this proposal or any future development on Canberra Airport, consistent with the approved 2014 Master Plan. Section 4.5 below addresses ingress and egress traffic flows for Majura Park. A recent traffic study commissioned by the proponent and undertaken by OPUS for the proposal determines there is significant capacity at the two intersections – Spitfire and Mustang Avenues ‐ with Majura Road. Figure Eight shows the Airport in the context of the regional road network. Figure Eight: Regional Road Network

4.2 Public transport Majura Park is fully integrated within the wider Canberra and Queanbeyan public transport network as shown in Figure Nine. The Airport is now serviced by 238 public bus services across seven routes as shown in Table One, with direct connections every 20 minutes during peak to Woden and the City facilitating easy transfer to services to Tuggeranong, Belconnen and Gungahlin. Around 47 percent of these bus services travel to and from Majura Park.

Table One: Local Public Transport Serving Canberra Airport

Route Destination Service Provider Route Number City Transport Canberra 910, 10, 11 and 11A Woden Transport Canberra 791 and 792 Queanbeyan Q City 834

Figure Nine: Bus Services Operating to Airport

A taxi rank is also readily accessible within 200 metres of the proposed development site at the MPSC, and Uber and other ride share operations are on call.

4.3 Sustainable Transport Solutions Majura Park is accessible via an off‐road shared bike path running along Lake Burley Griffin from the City integrating with paths from all other town centres along the way as shown in Figure Ten. Once at MOP, there are already ample facilities to securely store bikes while the proposal will likely include additional bike storage and changing amenities. The image below indicates relevant bike paths and facilities.

Figure Ten: Bike Access and Storage

4.4 Traffic flows The proponent co‐ordinates, owns, plans, designs, constructs and on‐completion manages all roads, road connections and car parking on the Airport site. During 2017, the proponent obtained advice from OPUS as to the impact on traffic and nearby intersections when all existing buildings in the MOP are tenanted to capacity as well as the addition of 25 Catalina Drive. The study focused on weekday traffic flows at Majura Park, including the four roundabouts within Majura Park and on Mustang and Spitfire Avenues with Majura Road and also the surrounding road system, including the Majura Interchange.

Spitfire Avenue & Catalina Drive Intersection, Majura Park

Since 2006, the proponent has worked co‐operatively with the ACT Government on all road designs and capacities around Canberra Airport. The most recent road upgrades adjoining Majura Park include the duplication of Majura Road between the Fairbairn Avenue traffic signals and the Mustang Avenue roundabout and Meddhung Road, the link road off the Majura Parkway and the roundabout intersection of Majura Road and Spitfire Avenue. The construction of Meddhung Road is a direct consequence of the ACT Government’s undertaking to IKEA and the future servicing of at least two new development sites of a similar size to the IKEA site. This new development land created by Meddhung Road is positioned North and South of Meddhung Road between the Majura Parkway and Woolshed Creek. The NCP was varied in May 2016 to rezone this ACT future development land from broadacre to urban. The ACT Government is likely to vary the Territory Plan to allow the land lease purposes of commercial and/or industrial uses as part of the overall finalisation of the Eastern Broadacre study.

The ACT Government and Canberra Airport believe the existing road structures, subject to minor upgrades, has capacity to cater for the additional land West of IKEA and future development of Majura Park. The traffic studies undertaken by the ACT Government in the precinct clarify the peak demand to be at retail weekend and Easter and Christmas shopping. The OPUS study adopted the weekday AM peak hour for the proposed development as 8.30am – 9.30am and the PM peak hour as 4.30pm – 5.30pm. Insofar as the local airport roads, and the adjoining Majura Road, the OPUS study concludes: With the traffic generated by the proposed development added, there were no obvious impacts to the network. Although there is a significant increase in traffic flow, the increase in delay is marginal and the intersections are still operating at LOS A. The increased traffic flow at AM and PM peaks do not change the LOS A reported for all the intersections.9 OPUS also investigated any impact on traffic flows on the regional road network and concludes: The intersection [of Pialligo and Fairbairn Avenues] currently receives large volumes of traffic and some legs currently experience high delays. The addition of the development traffic does not appear to significantly alter the existing delays. The modelling [of the Majura Road and Fairbairn Avenue intersection] indicated very little change in conditions when the additional development traffic was added to the existing AM peak. In the PM case [of the Majura Road and Fairbairn Avenue intersection], the additional development traffic appears to increase the delay to right hand turn exiting Majura Road. The additional 10 second average delay is not considered to be a significant impact to the operation of the intersection. In both the AM and PM cases (for the intersection of Fairbairn Avenue and Majura Parkway), there appear to be minor differences when the additional development traffic is added to this intersection. 10

4.5 Vehicle access The access design concept for 25 Catalina Drive is for all new traffic, including service vehicles and basement parking vehicles, to access and exit the site from Dakota Drive as the primary access route.

4.6 Pedestrian access Pedestrian access by additional footpaths for the proposal will be available to bus stops, taxi areas and car parks.

9 OPUS [2017] Majura Park Traffic Assessment. September 2017, pages 16‐18. 10 Ibid, pages 22‐26.

Chapter Five: Community and Economic Impact 5.1 Office market The Canberra office market is one of the largest in Australia comprising approximately 2.38 million m² NLA PCA. Canberra Airport contributes about 9 percent of this stock. The Australian Government is the major user of Canberra's office buildings with high environmental performance requirements consistent with the private sector modern A‐Grade PCA and the GBCA specifications, design principles and performance rating tools. Over the past 25 years the Canberra office market has experienced ongoing renewal of aged buildings that are unable to meet contemporary environmental performance requirements, provide efficient buildings or indeed a building sufficiently large to lower operating costs arising from co‐ location. This renewal process is a worldwide trend in response to private and public‐sector market demands, work health and safety regulations and tenant focus on higher staff productivity. The PCA grades office buildings in Canberra from A, the best buildings, to D, the worst buildings. Industry acknowledges both C and D Grade buildings do not meet current market standards and over the next five to ten years these will be adapted to a new use or redeveloped either as new office accommodation or for alternate use such as hotel, serviced apartments or residential use. This has been the experience in Civic, Woden and Belconnen over the last 25 years as tenants relocate from older to newer buildings. The PCA reported in January 2018 that there is over 742,000m² of C and D Grade office stock (31.2 percent of total stock) in Canberra of which some 158,526m² is vacant, 51.1 percent of total vacancy. Most of these vacant buildings will be adapted for alternate use or knocked down and redeveloped consistent with the trend for market renewal. The PCA reports there is about 95,136m² A‐Grade buildings vacant (January 2018) and available for lease in the Canberra office market. This number is over‐stated as buildings leased at Canberra Airport and other locations in 2017 means the A‐Grade vacancy is circa 60,000m². The remaining vacant A‐Grade buildings will be leased as market renewal continues. This was the Canberra office market experience during 1996‐2007 when the vacancy rate rose from 5.3 percent to over 10 percent and then declined to 1.8 percent. The fall in vacancy to 1.8 percent was notwithstanding growth in supply by 21 percent or over 285,000m² between 1996 and 2007. The total Canberra stock over the five years to January 2018 increased by 93,000m² NLA or a total increase of 4.1 percent. Over the last five years the proponent has constructed no new office space on Canberra Airport. The proposal is consistent with future market demand in response to market renewal trends over the past 25 years in Canberra as tenants vacate older buildings for newer buildings. This proposal will be the first office development in almost ten years commenced at Canberra Airport. The last being the basement for 15 Lancaster Place, Majura Park, which started in March 2008. The office building of 15 Lancaster Place was put on hold once the basement was completed. Construction of the office area of 15 Lancaster Place did not commence until February 2010 in response to market trends with completion in May 2011, over six years ago.

5.2 Economic impact The Airport is Canberra’s major public transport and only international gateway, including for VIPs travelling to Canberra as the National Capital and the Region. As such the Airport is recognised by the Commonwealth, ACT and NSW Governments and the community as significant infrastructure and a major economic enabler for Canberra and the Region as the international gateway and as an Aerotropolis. The Hon Paul Fletcher MP, Minister for Urban Infrastructure and Cities, noted in his November 2017 speech to the NSW Division of the PCA that airports can and do have a significant role in igniting the potential of surrounding areas:

Around the world, there is ample evidence that, with good planning, airports can become economic hubs that drive the growth of a region.

….. opportunity to shape a greenfields area into a major urban centre – and a vibrant hub of economic activity to support surrounding commercial development.

Canberra Airport has undergone a diverse redevelopment over the past nineteen years as the major public transport gateway for Canberra and the Region. A study by PricewaterhouseCoopers (PWC), June 2017, ranks Canberra Airport as 7 out of 9 of Canberra’s hierarchy of employment centres, as shown in Table 2. Further, it notes that the employment centres have experienced significant transformation and growth over the last ten years. This is highlighted by the considerable imbalance of residential growth in Canberra’s North compared to the South.

Table 2: Canberra Hierarchy of Employment Centres

Long term GRP 2015 Contribution growth rate Employment Employment centres (1) to (2) ($’000s) 2015 GRP 2015 2001‐15 1 Civic 7,767 22.3% 3.5% 48,188 2 Parliamentary Precinct 3,995 11.5% 1.4% 23,472 3 Woden Town Centre 2,902 8.3% 2.2% 19,585 4 Belconnen Town Centre 2,684 7.7% 1.7% 18,392 5 Tuggeranong Town Centre 1,583 4.5% 1.9% 10,730 6 Russell 1,568 4.5% 0.3% 10,681 7 Canberra International Airport 1,331 3.8% 8.6% 12,000 8 Gungahlin Town Centre 1,150 3.3% 5.9% 7,298 9 West Deakin 853 2.4% 2.3% 5,096 Canberra Town Centres 23,832 68.3% 2.6% 155,442 ACT 34,887 2.5% 208,201 (1) Gross Regional Product (GRP) (2) GRP, Compound Annual Growth Rate (CAGR)

PWC highlights three key changes: 1. A shift in emphasis away from the long‐established town centres of Tuggeranong, Woden and Belconnen. 2. A renewed focus on the Central Business District (Civic) and the North of Canberra through the influx of residential development in Gungahlin and employment growth at Canberra International Airport. 3. The strength of retail trade in Belconnen and Woden grew despite the slowing of the public service output in the town centres. Table 2 shows that in 2015 Canberra Airport had 12,000 jobs out of an employment workforce in the ACT of 208,201 with Civic (CBD) leading the employment base at 48,188. PWC also notes that Belconnen Town Centre is Canberra’s largest retail economy with retail GVA of $134 million in 2015. Further, Belconnen is transitioning towards industries which service the growing residential population. A considerable residential growth is expected in the Belconnen region through high rise infill projects and broadacre developments in West Belconnen and Lawson. PWC also highlights Canberra Airport key points as follows:

 $1,331 million dollar economy, 3.8% of the ACT economy.  Largest long term (15 year) annual rates of economic growth of all employment centres (8.6%).  The strongest rates of long term annual employment growth (12.5%).  A series of significant upgrades to the Airport precinct, including major terminal upgrades, Majura Park Shopping Centre and the development of the Brindabella Business Park has driven economic and employment growth in the Majura area. The Airport is located on the main employment corridor between Belconnen, through the central National Area to Queanbeyan. The Canberra H Plan employment location strategy at Figure Eleven locates the Airport as part of the main East‐West employment corridor for Canberra. This corridor currently accommodates over 75 percent of Canberra’s employment and contains a number of uses, most notably key office employment locations in the City and in the Central National Area (of which the Airport is a part). The Airport is also located on the North‐South (Eastern Broadacre) employment corridor running through the Majura Valley through the Airport and Fyshwick onto Hume (refer Eastern Broadacre below). The Northern part of the Eastern Broadacre is bounded by the Molonglo River in the South and the Federal Highway in the North. The Majura Parkway, a 100 km/hour freeway, is the main North‐ South road servicing the community and through local traffic.

Existing development in Majura includes: 1. Education: Royal Military College, Australian Defence Force Academy, Australian Federal Police and Defence Majura Training Area 2. Other Defence facilities 3. Canberra Airport Aerotropolis 4. IKEA 5. Pialligo and Majura retail, wineries, cafes, restaurants and function centres

The international Costco and IKEA stores service Canberra and the Region and, in addition, further afield as tourist retail destinations. These stores also mitigate retail revenue loss to other cities, including Sydney.

Figure Eleven: Canberra H Plan employment location strategy11

11 Canberra Airport [2015] Canberra Airport 2014 Master Plan. March 2015.

The development of business parks and other commercial property development are primary use activities at airports worldwide now known as Aerotropolis because they are associated with, are ancillary to, and enhance the operation and the viability of airports. This has been recognised by the ACT Government in Attachment A of the ACT Eastern Broadacre Economic and Strategic Planning Direction Study, which references a number of successful business and technology parks near airports around the world, including the BBP, Canberra Airport.

Canberra Airport development has been undertaken within the policy and planning intent as set out in the National Capital Plan, the ACT Economic and Planning Strategies (2003‐2013), that is, consistent “with regional, metropolitan and transport planning issues and addressed with ongoing consultation under the ACT Government and Canberra Airport Pty Ltd MOU, 2010.12

As is evident with the development of Canberra Airport over the past eighteen years, the diversity of income generated from non‐aviation development similar to the proposal has facilitated aviation development with capacity to service future growth, for example the Terminal precinct. The ACT Government and the proponent have worked together over the past five years to attract direct international airline services to Canberra. The runway was upgraded to Boeing 747 capability in late 2006 in preparation for future international direct services. The international area of the new Terminal was completed in March 2013 providing two gates for international services. The arrival and departure areas were fitted ready for Singapore Airlines to commence the “Capital Express”, Singapore‐Canberra‐Wellington, in September 2016. Qatar Airways are to commence operations in February 2018. The NSW Government Southeast and Tablelands Regional Plan July 2017, describes Canberra Airport as the catalyst for diverse growth opportunities. The Draft Future Transport 2056 Regional Services and Infrastructure Plan October 2017 describes Canberra as one of three NSW Gateway Cities with Canberra Airport providing global connectivity. There are significant economic benefits associated with the development of new office accommodation at Canberra Airport, notably:

 Increasing the supply of ‘A‐Grade’ office accommodation within Canberra;  Help facilitate urban renewal off Airport as aged C and D Grade (PCA) office buildings are vacated and demolished and/or adapted to other uses, including tourism infrastructure of hotels and serviced apartments or residential;  Potential to accommodate around 1,600 workers at the new development; and  Providing easily accessible office space in an area that benefits from multiple location synergies tied to co‐location with government and blue‐chip tenants, lower costs of doing business (linked to ease of travel), ease of access to a range of retailing and services for workers, and close proximity to major government institutions with the Nation’s Capital.

12 ACT Government [2012] ACT Planning Strategy 2012.

The proposal further supports Majura Park and the broader Airport site to be a world‐class Airport for an emerging international city region. The proposed office development in proximity to the new passenger Terminal precinct, will support the Airport site in its economic contribution to the surrounding region, and enable stronger synergies with nearby employment and export hubs in the Majura Valley Defence corridor.

All of this is in keeping with the Airport’s role as a significant contributor to the economy of Canberra as a competitive region.

During construction Canberra Airport expects there will be upwards of 450 jobs created on‐airport and, in addition, 680 jobs off‐Airport. On completion and full occupation of the building, it is expected that the building will house up to 1,600 staff. During the week day these additional staff will have the opportunity to enjoy and explore the retail offerings of Majura Park. It is expected that these extra staff will continue to consolidate the weekday trading of the Majura Park stores. The weekday trading ranges between 65‐70 percent of weekend and holiday retail trading peaks.

Chapter Six: Consultation 6.1 Approach to consultation Canberra Airport has a policy of ongoing engagement with key stakeholders in relation to planning, development and operational issues related to Canberra Airport. For the MDP process, the consultation strategy covers the following stages:

 technical consultation during the preparation of the proposal;

 notification to local planning ministers and authorities of the proposal;

 notification to the Canberra Airport Planning Co‐ordination Forum and Community Aviation Consultation Group of the proposal, including peak community and industry groups;

 advertising and making available copies of the preliminary draft MDP throughout a public comment period;

 finalisation of the draft MDP for submission to the Minister, including regard to issues raised in the public comment period; and

 advertising and making copies of the MDP available if or when approved by the Minister.

Canberra Airport Community Aviation Consultation Group Meeting

6.2 Stakeholder consultation The proponent has already as pre‐consultation discussed the proposal with, and written to, the Civil Aviation Safety Authority, Airservices Australia, the Department of Infrastructure, Regional Development and Cities, the ACT Environment, Planning and Sustainable Development Directorate, the National Capital Authority, Canberra Airport’s Community Aviation Consultation Group and

Planning Co‐ordination Forum. The proponent has also written to the relevant planning Minister and planning agency about the proposal. These and other stakeholders notified about the proposal are listed below.

 Civil Aviation Safety Authority

 Airservices Australia

 National Capital Authority

 Department of Infrastructure, Regional Development and Cities, including AEO and ABC

 Department of Environment and Energy

 ACT Minister for Planning and Environment

 ACT Environment, Planning and Sustainable Development Directorate

 ACT Transport Canberra and City Services

 Queanbeyan‐Palerang Regional Council

 NSW Department of Planning and Environment

 Canberra Region Joint Organisation (CBRJO)

 Canberra Airport Planning Co‐ordination Forum

 Canberra Airport Community Aviation Consultation Group

 The Property Council of Australia

 Canberra Business Chamber

 Qantas Airways

 Virgin Australia

 Fly Pelican

 Singapore Airlines

 Qatar Airways

 Cathay Cargo

 Pilots Union

The proponent intends to consult directly with the proposal’s principal neighbouring tenants during the Preliminary Draft MDP phase, as well as undertake public consultation sessions at the Majura Park Shopping Centre and 18‐20 Brindabella Circuit in the Brindabella Business Park.

Chapter Seven: Statutory Context A major development as defined under 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 B sets out the consistency of this exposure draft MDP with the requirements and demonstrates this exposure draft MDP is consistent with these requirements.

7.1 Commonwealth environmental impact assessment The proponent is required to comply with the provisions of the EPBC Act which is the Commonwealth Government’s central piece of environmental legislation. 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 EPBC Act as matters of national environmental significance. The nine matters of national environmental significance to which the EPBC Act applies are:

 World Heritage properties;

 National heritage places;

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

 Nationally threatened species and ecological communities;

 Migratory species;

 Commonwealth marine areas;

 The Great Barrier Reef Marine Park, and

 Nuclear actions (including uranium mining). This proposal complies with the provisions of the EPBC Act as the proposal does not impact any of these defined matters of national environmental significance.

7.2 ACT planning regime The NCA administers the NCP. The proposal is consistent with the NCP. There are number of plans published by the ACT Government in relation to planning and development of Canberra and the surrounding region. These include the ACT Planning Strategy and the Territory Plan. In May 2014, the then ACT Chief Minister, Ms Katy Gallagher MLA, provided support for the ongoing development of the Airport site, including non‐aeronautical development, in response to the Draft 2014 Master Plan.

The ACT Government supports the continuing development of Canberra Airport as an important element of the ACT's economy. The aviation‐related activities and non‐aviation activities that take place at Canberra Airport's various precincts contribute significantly to the economy of the ACT and the surrounding region. Canberra Airport's economic contribution is destined to grow in the next few decades and the ACT Government will continue to work with Canberra Airport and the Commonwealth to foster that growth.13 The latest ACT Government and Canberra Airport MoU, agreed in April 2015, addresses integration between the Airport site and the broader ACT and Region. The MoU was signed by Chief Minister Andrew Barr MLA on behalf of the ACT Government.

ACT Planning Strategy The ACT Government’s Planning Strategy July 2012 states it will ‘Ensure Canberra Airport’s growth and development is considered with regional, metropolitan and transport planning issues and addressed with ongoing consultation under the ACT Government and Canberra Airport Pty Ltd MOU, 2010.’ Canberra Airport and the ACT Government will discuss the proposal at their Integration Committee meetings. The ACT Government’s Eastern Broadacre study has identified a significant area for rezoning within the Majura Valley subject to further planning and environmental studies. The IKEA development is the initial stage of this work. The ACT Planning Strategy is currently in the early stages of review and in the context of Canberra Airport will likely progress the 2012 document and define the Airport with regard to the 2015 MoU between the ACT Government and Canberra Airport, the May 2016 refresh of the NCP, the soon to emerge Eastern Broadacre policies and the internationalisation of Canberra Airport as the global gateway.

Territory Plan The Territory Plan (updated September 2017) is prepared and administered by the ACT Government in respect of all land in the ACT, as shown on Territory Plan maps. In 2014, a variation was made to the Territory Plan concerning 7.8 hectares of land permitting the development of IKEA on ACT Government land adjacent Majura Park. This supported the sale of a long‐term lease of the land to IKEA. Other ACT land West and North of IKEA are under planning as part of the Eastern Broadacre study. This land was rezoned to urban in the NCP Amendment 86, approved in May 2016. Prior to sale by the ACT Government, this land will be rezoned in the Territory Plan. This variation process is expected to occur in 2018 and the land is likely to be rezoned for land uses similar to IKEA, bulky goods retail, retail and light industrial. This future development in the Majura Valley aligns with international trends of airports provide: …opportunity to shape greenfields area into a major urban centre – and a vibrant hub of economic activity to support surrounding commercial development.14

13 Gallagher, K. [2014] Submission by the ACT Government on the Canberra International Airport 2013‐4 Preliminary Draft Master Plan. June 2014. 14 Fletcher,P. [2017] Luncheon Address – NSW Division of Property Council, 3 November 2017

7.3 Development and building approvals In addition to any MDP requirements, construction of the proposal 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 an Environmental Management Plan to the AEO. There is no requirement for any airspace approval under Part 12 of the Act for the proposal 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 office proposal, and the need for any such approval will be determined following consultation with ASA, CASA and the Department of Infrastructure, Regional Development and Cities.

7.4 Master Plan This office proposal is identified in Chapter 10 of the Canberra Airport 2014 Master Plan approved on 16 January 2015 and was also identified in previous Master Plans as part of the development of the Majura Park. The Master Plan provides a 20‐year planning framework for Canberra Airport and considers:

 The development objectives for Canberra Airport;

 The future needs of airport users;

 Proposals for land use and related developments of the airport site;

 Forecasts relating to noise exposure levels and measures for managing aircraft noise intrusion into significant Australian Noise Exposure levels; and

 Environmental issues associated with the implementation of the Master Plan and plans for dealing with such environmental impact. The Master Plan foreshadows a growth in staff across the Airport site to 18,000 people in 2019, and 34,000 people in 2034. This is consistent with the Master Plan.

7.5 Relationship to airport planning The relationship of the proposal to airport planning at the Airport, as required under sub‐regulation 2.04(1) of the Airports (Building Control) Regulations 1996, is presented in the following sections. The proponent has previously received approval for seven MDPs, namely: 1. Hotel development, approved 13 February 2014; 2. The Western Concourse Terminal Extension, approved 25 February 2010; 3. 15 Lancaster Place, approved 18 April 2008; 4. Southern Offices, approved 26 May 2007; 5. Outlet Centre, approved 26 April 2006;

6. Runway and Taxiway Expansion Program, approved 26 August 2004, and Minor Variation approved 5 April 2006; and 7. Redevelopment of Terminal Buildings, approved 4 November 2003. The proposal is not inconsistent with any of these approved MDPs.

7.6 Environment Strategy The Environment Strategy prepared under Part 6 of the Act and incorporated with the 2014 Master Plan was approved 16 January 2015. This proposal is consistent with the Environment Strategy because it will not affect an area identified as environmentally significant in the Environment Strategy and is not expected to have any significant environmental or ecological impact.

7.7 Airport Lease The proponent acquired the long‐term Airport Lease for Canberra Airport from the Commonwealth Government in May 1998. This proposal is consistent with the conditions of the Lease in terms of clause 13.1 Development of airport site, defined at clause 13.11 Definition, as follows: ‘Good Business Practice’ means the good business practices expected of an airport operator having regard to the duties and obligations of the Lessee including, without limitation, providing appropriate facilities for the comfort, ease of access, expeditious movement and efficient use of the Airport Site by passengers and other users.

7.8 Pre‐existing interests When the proponent became the airport‐lessee company for Canberra Airport in 1998, it assumed certain pre‐existing obligations under various leases and licences and took the lease subject to certain other existing interests. While many of these existing interests have now expired, some of them remain. The proposal site was vacant, unleased land, and remains so.

Appendices Appendix A – Consistency of the MDP with statutory requirements This Appendix indicates the requirements under section 91 of the Act for the contents of an MDP and demonstrates this MDP is consistent with these requirements.

Section 91 Contents of a major development plan Relevant section of this 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 1.5 Objective

(b) is consistent with the airport lease for the airport and the final 7.4 Master Plan 7.7 Airport Lease master plan for the airport.

(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; 1.5 Objective and

(b) the airport‐lessee company’s assessment of the extent to 2.3 Needs of airport users which the future needs of civil aviation users of the airport, and other users of the airport, will be met by the development; and

(ca) whether or not the development is consistent with the 7.7 Airport Lease airport lease for the airport; and

(d) if a final master plan for the airport is in force—whether or not 7.4 Master Plan the development is consistent with the final master plan; and

(e) if the development could affect noise exposure levels at the 3.4 Noise and vibration 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— 2.9 Impact on aviation the effect that the development would be likely to have on those flight paths; and

(f) the airport lessee company’s plans, developed following 2.3 Needs of Airport Users consultations with the airlines that use the airport, local government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Department of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and

(g) an outline of the approvals that the airport‐lessee company, or 1.6 Major development plan process, 1.7 any other person, has sought, is seeking or proposes to seek Building Code of Australia and 3.11 under Division 5 or Part 12 [changes to airspace protection] in Potential construction impacts of the respect of elements of the development; and proposal

(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; 4.5 Traffic flows and

Section 91 Contents of a major development plan Relevant section of this MDP (ii) Employment levels at the airport; and Chapter Five: Community and economic impact

(iii) The local and regional economy and community, including Chapter Five: Community and economic an analysis of how the proposed development fit within impact the local planning schemes for commercial and retail development in the adjacent area; and (h) the airport lessee company’s assessment of the environmental Chapter Three: Environment and heritage impacts that might reasonably be expected to be associated with the development; and

(j) the airport lessee company’s plans for dealing with the Chapter Three: Environment and heritage 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 N/A 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. 7.8 Pre‐existing interests

(2) Paragraphs (1)(a) to (k) (inclusive) do not, by implication, limit Noted paragraph (1)(l).

(3) The regulations may provide that, in specifying a particular 7.8 Pre‐existing interests 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.

(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 7.2 ACT planning regime force under a law of the State in which the airport is located; and (b) If the major development plan is not consistent with those N/A planning schemes – justification for the inconsistencies. (5) Subsection (4) does not by implication, limit subsection (3) Noted

(6) In developing plans referred to in paragraph (1) (f), an airport 2.3 Needs of Airport Users lessee company must have regard to Australian Standard AS2021—2000 (Acoustics—Aircraft noise intrusion—Building siting and construction).

(7) Subsection (6) does not, by implication, limit the matters to Noted which regard may be had.

Appendix B – Land Uses in Majura Park15 This Appendix outlines the permitted uses in the precinct the development site is located.

Category Permitted and Intended Uses Include Transport Facility The use of land or a building for or associated with the movement of goods and people by road, rail and air.

Industry Environmental, In Bond, Food and Beverage

Facilities to Public, Tenants and Staff Food and beverage sales, personal service establishment, retail, office, financial establishment, communication facility, cultural facility, club, consulting rooms, community facility (including childcare).

Commercial Accommodation and Tourist Facility Hotel/Motel, Food and Beverage, Functions, Seminars, Service Station, conference facilities.

Defence Department of Defence installation, offices and facilities, sales and service of defence products.

Broadacre As set out in the National Capital Plan

Advertising Interior and External Signs, Marketing Products and Services

15 Canberra Airport Pty Limited. [2015] Canberra Airport 2015 Master Plan. January 2015.

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Appendix C – Construction Environmental Management Plan

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 1

Canberra Airport

Standard Construction Environmental Management Plan for Airside works (EPBC 2008/4170 and EPBC 2009/4748)

3 February 2010

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 2

The Standard Construction Environmental Management Plan (CEMP) satisfactorily fulfils the requirements of the Airport (Environment Protection) Regulations 1997 and Environmental Management Systems: Guidelines (NSW Government, 1998), and is consistent with the aims and practices required under the Green Star Certification scheme.

Additional components were added to the CEMP to address conditions of approval for EPBC Act Referrals EPBC 2008/4170 and EPBC 2009/4748.

This CEMP for Airside works was approved by the Department of the Environment, Water, Heritage and the Arts on 3 February 2010, as a condition to EPBC Act Referrals EPBC 2008/4170 and EPBC 2009/4748.

Canberra Airport Pty Ltd Telephone 02 6275 2222 ACN 080 361 548 Facsimile 02 6275 2244 1st Floor, 2 Brindabella Circuit Brindabella Business Park ACT 2609

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 3

Table of Contents

1. Introduction...... 4 1.1 Background ...... 4 1.2 Purpose of the CEMP ...... 4 1.3 Structure of the CEMP...... 4 2. Project Description ...... 5 2.1 Location and site layout...... 5 2.2 Summary of Environmental Issues ...... 5 2.2.1 Air Quality...... 5 2.2.2 Flora and fauna ...... 5 2.2.3 Hazardous Goods...... 6 2.2.4 Indigenous and Historic Heritage ...... 6 2.2.5 Land Management ...... 6 2.2.6 Natural Resources...... 6 2.2.7 Noise ...... 7 2.2.8 Hydrology and water quality ...... 7 2.2.9 Soils quality ...... 7 2.2.10 Waste management...... 8 2.2.11 Heritage - for works in the Fairbairn Precinct ...... 8 3. Legislation and Statutory Obligations ...... 9 3.1 Airports Act 1996 ...... 9 3.2 Airports (Environment Protection) Regulations 1997 ...... 9 3.3 Environment Protection and Biodiversity Conservation Act 1999 ...... 9 3.4 Canberra Airport Master Plan...... 9 3.5 Canberra Airport Environment Strategy...... 9 4. Environmental management process and responsibilities ...... 10 4.1 Construction ...... 10 4.2 Approvals and Conditions...... 10 4.3 Review and update...... 10 4.4 Reporting requirements ...... 10 4.5 Reporting requirements under the Environment Protection and Biodiversity Act 1999 ...... 11 4.6 Complaints procedure ...... 11 4.7 Environmental emergency response procedures ...... 11 5. Environmental Issues...... 13 5.1 Noise Management...... 13 5.2 Air Quality and Dust Management...... 14 5.3 Water Quality...... 15 5.4 Erosion and Sediment Control ...... 17 5.5 Waste Management ...... 19 5.6 Handling and Storage of Hazardous Materials...... 20 5.7 Staff and Subcontractor Training ...... 21 5.8 Threatened Species Management...... 22 5.9 Additional Requirements for fuel or other risk sites...... 24 Appendix A Checklists...... 25 Appendix B Preconstruction Protocol...... 28 Appendix C Existing Airside Roads ...... 29

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 4

1. Introduction

1.1 Background

This Environmental Management Plan The Strategy was developed in the context of (CEMP) has been prepared for the design an Environmental Management System and construction phase of projects on (EMS) consistent with the International Airport and addresses the environmental Standard ISO 14001. This CEMP is impacts for the proposed developments in consistent with the Environment Strategy. terms of the Airports (Environment Protection) Regulations 1997 , and the The CEMP describes the proposed measures 2005 Canberra Airport Environment to be implemented to help achieve and Strategy, approved 1 June 2005. This plan maintain acceptable levels of environmental also satisfactorily fulfil the requirements of impact. When coupled with the individual Environmental Management Systems: site Erosion and Sediment Control Plan this Guidelines (NSW Government, 1998), and CEMP becomes a site-specific plan is consistent with the aims and practices developed to ensure that all contractors, sub- required under the Green Star Certification contractors, employees and site visitors scheme. comply with environmental requirements and that environmental risks are properly This CEMP was approved by the managed for the life of the project. Department of the Environment, Water, Heritage and the Arts on 3 February 2010, 1.3 Structure of the CEMP to meet the conditions to EPBC Act Referrals EPBC 2008/4170 and EPBC This CEMP comprises the following: 2009/4748 for Airside works. • Measures to incorporate environmental 1.2 Purpose of the CEMP considerations into the construction of the proposed developments; The Airports (Environment Protection) • Environmental management measures Regulations 1997 requires that all which will be implemented during operators (including contractors) at the construction; and Airport take all reasonable and practicable • measures to prevent pollution or if not Environmental management checklists to assist with monitoring the reasonable or practicable, to minimise the implementation of environmental generation of pollution. management obligations during

construction works. The 2005 Canberra Airport Environmental Strategy, required under the Airports Act This document, in conjunction with the 1996 , sets out the environmental project specific Erosion and Sediment management objectives of the airport. It Control Plan provided by the Airport and identifies areas, which are environmentally developed in consultation with the significant, as well as measures to prevent, contractor, forms the basis of environmental control or reduce environmental impact. management during the planning and construction of the project.

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 5

2. Project Description

2.1 Location and site layout

The location and site of the development The Contractor will take appropriate are shown in the Erosion and Sediment precautions to minimise disturbance to Control Plan. surrounding grasslands.

2.2 Summary of Environmental Prior to works commencing, the Contractor Issues will assist Canberra Airport in conducting the Preconstruction Protocol as set out in The following environmental issues are Appendix B. addressed in the Airport Environment Strategy and are discussed in terms of the The Contractor is to display pictures of the proposed construction. Grassland Earless Dragon, Golden Sun Moth or Striped Legless Lizard in the 2.2.1 Air Quality Contractors site shed and should cover the protection of listed threatened species The two primary causes of air quality issues during induction and regular toolbox are emissions from construction machinery meetings. and airborne dust. The Contractor is to provide a plan, for Airborne dust results from the excavation approval by Canberra Airport and the and stockpiling of soil as well as vehicle Airport Environment Officer, detailing movement around the site. The earthworks fencing and signage of “no go areas” in contractor must undertake ground watering areas of Natural Temperate Grassland and for dust suppression and place gravel on listed threatened species habitat. areas where large numbers of vehicle movements occur. Contractors have an obligation to report any listed threatened species, such as the The Contractor must take appropriate Grassland Earless Dragon, Golden Sun precautions to minimise dust. Moth or Striped Legless Lizard, sighted to Canberra Airport immediately. The Contractor will install filter fabric on any adjacent plant air intakes to minimise Natural temperate grassland has been dust particles entering air conditioning assessed and mapped prior to construction systems if deemed necessary by the Airport. and will be assessed after construction. Natural temperate grassland disturbed by 2.2.2 Flora and fauna construction, in the approved buffer areas, will be managed during construction and Natural Temperate Grassland and Grassland rehabilitated after construction to improve Earless Dragon and Golden Sun Moth grassland quality. habitat are located Airside. Contractors are not to enter in these areas or commence Rehabilitation methods may include: work without the express approval of the Airport. • Light spray of bitumen for dust mitigation (facilitates water penetration) and allowing the area to naturally regenerate using existing seed bank;

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 6

• Sowing natural temperate grassland and Airside forb seed; and (Note: this also includes areas of Brindabella Park, Majura Park and • Translocation of grassland and forbs Fairbairn adjacent to the airside fence.) (otherwise destroyed by development). • Bitumen is to be used for all soil stabilisation. All trees not to be removed from the site or • Reseeding to exclusively use Couch, adjacent verges are to be protected. Trees Redleg and Fescue grass (or any are to be fenced to protect them from combination thereof). damage from plant and equipment during the construction process. Landside

2.2.3 Hazardous Goods (Note: this excludes areas of Brindabella Park, Majura Park and Fairbairn adjacent to There is potential for relatively small the airside fence) quantities of hazardous goods to be used on • ACT Dryland Grass Mix to be used for site during construction. These goods will reseeding of non-irrigated areas with be managed as required by legislation. bitumen stabilisation.

2.2.4 Indigenous and Historic 2.2.6 Natural Resources Heritage Sustainable use of resources is a central The Airport lease was surveyed by theme of the Canberra Airport’s Australian Archaeological Survey development of the Airport. Energy saving Consultants in 2001 in consultation with the measures will be utilised as far as three Ngunnawal groups. Artefacts were economically and commercially possible found on the Airport during this study, but through design and construction of the none were found on the site of construction. proposed development.

Contractors are to report any artefacts Water use is to be minimised as far as unearthed during construction works to practicable and recycled or renewable Canberra Airport and the Airport materials is to be used where practical and Environment Officer. economically viable.

2.2.5 Land Management Only Non-potable water is to be used for dust suppression and irrigation contractors To assist in mitigating Bird Hazards, are to comply with ACTEW Water Canberra Airport has produced a re-seeding Restrictions and to minimise water use and soil stabilisation protocol as outlined where possible. below. Note that any reseeding airside of Natural Temperate Grasslands areas will be undertaken following appropriate consultations. Prior written permission is required from the Environment Manager and Operations Manager for any variations to the below protocol.

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 7

2.2.7 Noise sediment does not impede the area’s effectiveness. The likely noise producing activities arising from the development will include: During the construction phase, fuel and chemicals are not to be stored on site unless • Building and site construction activities; in an approved bunded area. If a spillage and does occur during operations, cleanup methods will be employed which are • Traffic noise generated by vehicles appropriate for that instance as detailed in transporting materials and construction the Airports Standard Operating workforce to and from the site. Procedures. The Canberra Airport Environment representative must be Noise generated from construction, notified. maintenance and demolition of a building or other structure at the airport should not If stormwater accumulates on site, the exceed 75dB (A), calculated at the site of a Airport is to be contacted before the water sensitive receptor, as defined in the Airports is pumped to the stormwater system. An (Environment Protection) Regulations Airport representative will test the turbidity 1997. of the collected water and provide approval to pump the accumulated water if Noise from operation of plant and appropriate. No accumulated water is to be machinery should not exceed background pumped to the stormwater system without noise level at a sensitive receptor site: the express approval of the Airport. • between the hours of 07:00 and 22:00 – by more than 5dB(A); and If ground water is encountered during • Between 22:00 hours of a day and 7:00 construction, the Airport is to be contacted of the next day – by more than 3dB (A) for testing before the water is pumped out (Schedule 4, Airports (Environment and before any chemical treatment to settle Protection) Regulations 1997.) turbidity. If possible, groundwater is to be collected and used for dust suppression 2.2.8 Hydrology and water quality and/or irrigation.

The Erosion and Sediment Control Plan will 2.2.9 Soils quality detail the use of silt fences, hay or straw bales and sediment retention ponds to The potential impacts associated with soils prevent the flow of sediment into on site during the construction phase relate stormwater drains and where possible the to onsite earthworks and, as a result, removal of spoil to a dedicated stockpile possible erosion and movement of sediment within the Airport grounds. offsite by either wind or water. Measures to control this will be outlined in the Erosion The Contractor will provide a vehicle shake and Sediment Control Plan. down area at the construction zone perimeter to minimise the accumulation of Soil testing is to occur as per 6.07 (c) and dirt and mud on the roads. Detergents will (d) of the Airports (Environmental not be permitted in these areas. Protection) Regulations 1997.

If deemed necessary by the Airport, the 6.07 Duty to assess soil conditions Contractor will maintain the shakedown (c) The soil is an area of land that: area to ensure that excessive build up of

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 8

i. Is likely to have previously 2.2.11 Heritage - for works in the experienced some pollution; Fairbairn Precinct and The Ex-RAAF Base Fairbairn is listed on ii. Is subject to a sublease or the Register of National Estate (RNE) and a licence that is about to expire or Heritage Management Plan (HMP) is being is proposed to be terminated or finalised for the Fairbairn Precinct. transferred; or Prior to any works or development (d) The soil is in area of land that is undertaken within the Fairbairn Precinct, an affected by a proposed change of use, assessment will be completed by Canberra under a final master plan of the Airport. airport, of a kind described in subregualtion (2). If no heritage significance is affected then works can continue along the usual process, 2.2.10 Waste management however if any detrimental effect to the heritage significance is identified, a referral The Environment Strategy commits to the under the EPBC Act is required. ACT policy of ‘No Waste by 2010’. This is achieved at the Airport by the application of The Contractor will take all reasonable the ‘reduce, reuse and recycle’ principle. measures to ensure that heritage listed items Industrial waste generated during are not damaged. construction on the site may, where economically feasible, be sorted off-site for The Contractor will erect tree protection recycling. The ACT Waste Minimisation Act measures around any Heritage listed trees 2001 and Waste Minimisation Regulations adjacent to the construction site. 2001 will be applicable to the transport of all waste off Airport.

Soil and Water Legislation

The disposal of any contaminated soil or water from the site to lands outside the Canberra Airport is to be approved by the ACT EPA and be carried out in a manner consistent with the outlined under the ACT Environment Protection Act 1997 and the ACT Environmental Protection Regulation 2005 .

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 9

3. Legislation and Statutory Obligations

The following legislation applies: The Regulations provide guidance for the formulation of this CEMP. Importantly, the 3.1 Airports Act 1996 Regulations require all operators (including contractors) at the airport to take all Canberra Airport is principally subject to reasonable and practicable measures to Commonwealth law. The key pieces of prevent pollution or if not reasonable and legislation controlling the operation of the practicable to minimise the generation of airport are the Airports Act 1996, and the pollution from an undertaking. Compliance Airports (Environment Protection) can be enforced under the Regulations. Regulations 1997 and the Environment Protection and Biodiversity Act 1999 . 3.3 Environment Protection and Biodiversity Conservation Act 3.2 Airports (Environment 1999 Protection) Regulations 1997 The Environment Protection and The Airports (Environment Protection) Biodiversity Conservation Act 1999 ( EPBC Regulations 1997 establish in conjunction Act ) provides protection to matters of with National Environment Protection national environmental significance which Measures made under Section 14 of the includes nationally threatened species and National Environment Protection Council communities. In this regard, natural Act 1994 , a Commonwealth system of temperate grassland and associated regulation of and accountability for endangered fauna species (including the activities at airports that generate or have Grassland Earless Dragon and the Golden the potential to generate pollution or Sun Moth) occurs airside. excessive noise. The Regulations also promote the improvement of environmental Prior to any works commencing airside management practices for activities carried Canberra Airport will obtain, if required, out at airport sites. the necessary environmental approvals under the EPBC Act. The Regulations set out provisions for potentially major sources of environmental 3.4 Canberra Airport Master impact including air, water and soil Plan pollution and excessive noise. The Regulations deal with: The approved 2009 Canberra Airport Master Plan addresses the issues set out in • Duties of operators of undertakings at s71 (2) of the Airports Act 1996 . This airports; CEMP is consistent with the Master Plan. • Local standards and individual authorisations; 3.5 Canberra Airport • Monitoring, reporting and remedial Environment Strategy action; and The Canberra Airport Environment Strategy • Enforcement. (approved 1 June 2005) provides a framework for the environmental management of the Airport. This CEMP is consistent with the Environment Strategy.

Canberra Airport  2010 Standard Construction Environment Management Plan for Airside Works 10

4. Environmental management process and responsibilities

4.1 Construction 4.3 Review and update

The Contractor will be responsible for the A copy of the CEMP will be kept on site construction of the proposed development and should be easily obtainable at all times. and associated infrastructure identified in If the CEMP needs to be updated the Section 2 of this CEMP. Contractor will submit a new Erosion and Sediment Control Plan to the Airport. If the The Contractor is responsible for: Airport is satisfied with the updated Erosion and Sediment Control Plan it will submit • Complying with this CEMP; the updated plan to the Airport Environment • Officer for endorsement. In this instance, Obtaining all licences and approvals the old Erosion and Sediment Control Plan under relevant legislation (with the remains in force until the Airport exception of approvals under the EPBC Environment Officer endorses the updated Act) in consultation with Canberra version. Airport;

• Having regard to local procedures and 4.4 Reporting requirements best practices regardless of whether they directly apply at the Airport; and A dedicated file will be established by the • Where required a Temporary Traffic Contractor for the development to contain Management Plan (TTM) must be all documentation pertaining to submitted to the appropriate authorities environmental management of the works.

During construction, the Contractor will Compliance Bonds undertake ongoing inspections of the works The individual contractual agreements made to identify non-compliance with the with all contractors and sub-contractors provisions of the CEMP. may contain specific compliance bond requirements (if necessary and relevant) and The Contractor will complete the set forth the consequences for responsible environmental checklists provided in parties in the case of non-compliance. Appendix A at a frequency agreed with the Airport, but no less than once per month. 4.2 Approvals and Conditions The Contractor will provide monthly The Construction Contractor will submit the written reports to the Airport detailing the Erosion and Sediment Control Plan to the Contractor’s compliance with the CEMP. Airport for Review. If the Airport is satisfied with the Erosion and Sediment The Contractor will immediately inform the Control Plan for the Site it will be submitted Airport of any non-compliances and it is the to the Airport Environment Officer for Contractor’s responsibility to remedy all endorsement. The endorsed Erosion and non-compliances. The Airport may impose Sediment Control Plan, consent conditions restriction of construction activities until and the CEMP must be adhered to during remedial action has been taken with regards the construction of the development. to any environmental deficiencies.

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4.5 Reporting requirements 4.7 Environmental emergency under the Environment response procedures Protection and Biodiversity Act 1999 An environmental incident is an unplanned event, such as an oil or chemical spill that In response to Referral EPBC 2009/4748, occurs on site and causes significant Canberra Airport is required to submit a adverse environmental impacts. The general report of performance against the response to an environmental incident shall requirements of the CEMP by 30 June each be as follows: year for a period of 5 years. During construction the annual performance report 1. Site Foreman – Institute a ‘stop-work’, will comprise of: ensure site safety, move people from the immediate area. • Preconstruction checklist for the 2. Site Foreman – Warn traffic of any individual site (to be supplied hazard that may affect traffic using electronically); temporary lights, warning signs, etc. • Regular checklists for the individual site 3. Site Foreman – Take practical steps to (to be supplied electronically); contain the hazard and prevent it from spreading. Ensure that the Contractor’s • Photo diary, using point of references Works Site Manager is notified. for the site adjacent to natural temperate grassland, prior to construction and 4. Contractor’s Works Site Manager – during construction; Notify Canberra Airport’s • Representative and relevant authority. A summary report of any non- Liaise with relevant authority and conformances or complaints. clean up and remediate site. 5. Canberra Airport’s Representative – On the completion of the project annual Notify Canberra Airport’s project photos using standard point of references manager. Ensure Contractor will be taken to monitor weed dispersal, undertakes clean up in accordance with erosion and species diversification. all statutory requirements.

4.6 Complaints procedure Some potential environmental incidents and containment guidelines are discussed On-Airport noise complaint and below. The Contractor shall arrange for environmental incident registers are in place appropriate containment equipment to be at the Airport. The Contractor must held at the site and the Site Foreman shall immediately report to the Airport any instruct staff in how to carry out emergency complaints they receive, and the actions procedures. they take in response to these complaints. Emergency Contacts Accidents and Contact Telephone Emergencies Number ACT Fire Brigade 000 Aviation Rescue & 02 6243 2199 Fire Fighting ARFF Police 000 Ambulance 000 Canberra Hospital 02 6244 2222 ACT Work Cover 02 6205 0200

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Pollution of a Waterway Uncontrolled Fire This section discusses measures to be taken Follow the guidelines for using fire in the event of a spill of fuel, oil or any extinguishers (if very small fire). chemical into a waterway, or the uncontrolled release of dirty water from a In the event of a larger fire, contact the Fire water quality control structure or bunded Brigade. Take precautions to protect area. adjacent houses from fire (fill gutters with water, close windows and doors, etc.). If possible, intercept the discharge before it enters the waterway with an earth bund or If vapour from the burning of toxic material sock from a spill kit. Spread absorbent is released into the air move people away material form spill kit to soak up the spill. If from the area. discharge enters the waterway and mixes with water, isolate it with booms. Utilities Contacts Utilities Contact Cut Overhead or Underground Services Telephone Secure and isolate problem area and notify Numbers the relevant utility authority. ActewAGL – Water 13 11 93 ActewAGL – Electricity 13 10 93 ActewAGL – Gas 13 19 09 Telstra 13 22 03

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5. Environmental Issues

The following sections outline the key issues to be addressed during the construction phase.

5.1 Noise Management Table 5.1 Noise Management Plan Element Noise Management To mitigate noise levels generated as a result of works activities Policy in accordance with specified requirements. Performance The Contractor is to control noise levels such that minimal Criteria complaints are received from surrounding areas. • Noise generated from construction, maintenance or demolition of a building or other structure is not to exceed 75dB(A) for more than 10% of a period of at least 15 minutes at the site of a sensitive receptor, as defined in the Airport’s (Environment Protection) Regulations 1997 . • Operation of the site will be undertaken to meet the Implementation requirements of the regulations (particularly in relation to Strategy sensitive and commercial receptors) and the Environment Strategy. • Equipment and vehicles used during works are to be adequately maintained and serviced to ensure that noise levels associated with operation are as low as can be reasonably achieved. Monitoring by the Contractor will include inspection of vehicle service records, monitoring of equipment operating noise levels Monitoring and programming for appropriate time of day, and consideration of any complaints. The Contractor will provide weekly comment on noise Reporting to management issues, including details of any complaints from the CA public or regulatory authorities. If monitoring identifies practices which are inconsistent with best environmental practice, the Contractor will immediately take Corrective action to remedy the situation. Non-conformance notices and Action corrective action notices will be prepared and actioned. Monitoring of noise levels will be considered in consultation with the AEO. Responsibility Work Site Manager. Timing Throughout works implementation.

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5.2 Air Quality and Dust Management Table 5.2 Air Quality and Dust Management Element Air Quality Management Policy Airborne dust and air pollution from excessive exhaust emissions from construction machinery and vehicles to be controlled within acceptable limits as defined in the Airport’s (Environment Protection) Regulations 1997. Performance Air pollution, particularly dust, is to be controlled such that there Criteria is: • No interference with the safety of aircraft movements. • Minimal interference with the safe passage of adjacent vehicular traffic. • Minimal impact of airborne sediment on the community in general. Implementation • Air borne dust results from excavation, stockpiling of soil, Strategy high wind and vehicle movements around site – earthworks contractor is required to undertake ground watering using non- potable water for dust suppression and gravel to be placed on areas where large numbers of vehicle movements occur. • Construction traffic will be restricted to designated areas and tracks. • Dust control measures to be in place and enforced 24 hours per day throughout construction and landscaping periods. • Shakedown areas to be provided prior to entering major roads and loads to be covered where practicable. • If excessive exhaust fumes observed to be emitted for a period of ten seconds or more, vehicles will be requested to shutdown and undergo a maintenance check. • Contractors to submit evidence of vehicle servicing to ensure equipment is running efficiently and fumes are minimised. Monitoring Attention will be given to dust during works. If complaints are received, works will cease and additional dust suppression will be undertaken. Reporting to Weekly site report to include incidents of highly visible emissions CA of dust or smoke and complaints and remedial actions undertaken. Corrective If complaints are received, Contractor must immediately alleviate Action problem. Responsibility Works Site Manager. Timing Throughout works implementation.

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5.3 Water Quality Table 5.3 Water Quality Management Element Water Quality Management Policy To minimise impacts on water quality resulting from construction works Performance • Development and adherence to Erosion and Sediment Control Criteria Plan and measures outlined in CEMP. • Absence of visible signs of water quality deterioration in water bodies affected by works and any chemical spills or waste that would be swept from the site via drainage lines. • Absence of sediment on road and in drains • Absence of third party complaints including Commonwealth and Territory Regulatory authorities. Implementation • Stockpiles of potential water pollutants i.e. oils, fuels, works Strategy materials, rubbish, suitably stored/bunded to minimise potential for contaminants to enter drainage lines. • No petroleum products to be stored on site, except for limited amounts of fuel for small plant usage if necessary. • Cleaning of equipment/vehicles to be undertaken in designated wash down area where untreated wash water is contained and does not enter stormwater drainage system • Stabilised access and shakedown grids to be established as detailed in Erosion and Sediment Control Plan. • A street sweeper or equivalent to be used when appropriate to remove accumulated dirt/mud from all roads. Do not wash into stormwater system. The Airport’s Street sweeper is not to be used to remove the accumulation of dust/mud caused by Construction works. • At completion of works, area to be cleared of all potentially polluting materials • Employ best practice management to minimise potential for oil/diesel spills e.g. Bunding of temporary storage areas, no open top containers containing chemicals to be left in open, use of drip trays when decanting from large to small containers etc. • If maintenance of plant and machinery occurs on site, it is to be carried out in an approved area. • Any spills to be cleaned up and disposed of immediately. Canberra Airport Project Manager to be advised. • Any disposal of contaminated soil or water to be carried out in accordance with ACT Government requirements. • Works to be carried out in stages to restrict exposed areas susceptible to erosion. Initiate stabilisation of finished areas

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and formations as soon as possible to restrict further exposed areas. • Excess materials such as fill and topsoil to be stockpiled on site for future use and provided with erosion protection, after approval of location. Stockpiles to be stabilised if not used for four weeks or more. • Water sources for all construction activities to be approved by Superintendent’s representative. • Canberra Airport Project Manager to be contacted if groundwater located during construction. • If possible groundwater is to be collected and used for dust suppressant and/or irrigation. • Express approval of Canberra Airport representative required before ponded water is released to the stormwater system. • Parking of machinery between work periods to be in designated areas only. Stabilised access to be established as detailed in the Erosion and Sediment Control Plan. • Adequate use of sediment pit-socks on street drainage when required. • Encourage workers to park on paved/hardstand areas. • Where possible retain grassed/vegetation strip to filter sediment. • Maintain all sediment control measures during construction and until full stabilisation. • Shake down grids should be checked and cleared out regularly. • Check stabilised entrances daily and prior to rain events. Monitoring Daily visual checks and weekly compliance checks (using Erosion and Sediment Control Checklist) to be conducted. Reporting to Incidents of chemical spills, visible pollution of watercourses and CA groundwater visibility. Checklist of erosion and sediment control measures to be reported monthly Corrective Rectification of non-conformance and non-conformance and Action corrective action notices to be prepared and actioned as soon as possible. Responsibility Works Site Manager Timing Throughout works implementation.

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5.4 Erosion and Sediment Control Table 5.4 Erosion and Sediment Control Element Soil Erosion and Sediment Control Policy To minimise erosion and sedimentation during the works Performance • No signs of unacceptable erosion or sediment transport Criteria • Absence of water quality derteriation in water bodies affected by works and any chemical spills or waste that would be swept from the site via open swales and drainage lines. • Absence of third party complaints including Commonwealth and Territory Regulatory authorities. Implementation Before commencement of construction activities, the following Strategy measures will be incorporated where appropriate, to ensure minimal disturbance and adverse water quality impacts. • Sediment fences to be constructed along the downstream edges of the exposed construction area and at the base of any fill embankments. • Areas to be designated for plant and construction material storage. Runoff from these areas to be contained in case of spillage. • Catch drains to be used where possible at the downstream boundary of construction activities to ensure any sediment laden runoff is contained and not permitted to flow onto downstream undisturbed areas. Diversion banks and catch drains to be constructed along contours to minimise scour along the invert. • Sediment fences and sandbags to be placed along catch drains to slow flow, reduce scour and capture some coarse sediment from runoff. • Sufficient materials to protect against erosion to be available on site prior to construction commencing. • Education of site personnel in the location, inspection and maintenance of erosion and sediment control structures.

During construction, sediment-laden runoff will be directed through erosion and sediment control structures prior to discharging into the stormwater system. Measures to mitigate water quality impacts during construction will include: • Progressive stabilisation of filled areas and filled batters • Construction activities to be confined to the necessary construction area • All construction traffic to use the specified access and exit points from the construction site. Regular inspection and maintenance to be undertaken for all sediment control works. Replacement of damaged equipment

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should occur immediately Monitoring Daily visual checks and weekly compliance checks to be conducted. Additional compliance checks to be conducted following rain events greater than 15 mm. The Airport will monitor water quality impacts through its Airport wide regular stormwater monitoring program. Reporting to Observations made during inspection of sediment and erosion CA control measures to be incorporated in Contractor’s site report. Corrective Remedy practices that have allowed sediment generation and Action movement. If non-conformance is result of poor work practices, personnel to be advised of problem and informed of acceptable work practices. Responsibility Works Site Manager Timing Throughout works implementation.

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5.5 Waste Management

Generally waste management relates to recycling of waste materials and appropriate minimisation of waste generated, the disposal of waste. utilisation of recycled materials, the

Table 5.5 Waste Management Element Waste Management Policy To minimise waste generation at source Performance Waste generated as a result of works activities is located in Criteria designated areas of site awaiting appropriate disposal or, where economically feasible, recycling. Implementation • Designate specific areas on site for temporary Strategy management of various waste streams i.e. general domestic waste, works waste and contaminated waste. • Excess works material and solid material is to be separated where economically and commercially practicable and collected into wastes that can be recycled and the remaining waste disposed of at a legally operating landfill. • All domestic and industrial waste to be secured in proper industrial bins and covered to ensure rubbish is secure from wind and rain, and to ensure birds and vermin are not attracted to putrescible waste in uncovered containers. • Recycle waste oils. • Where practicable, use suppliers who have a working waste minimisation policy in place and assess quantities of materials required carefully to minimise surpluses and scrap. • Any disposal of contaminated soil or water to be carried off Airport in accordance with ACT Government requirements. • Trucks to be adequately covered when leaving site Monitoring Areas designated for waste storage to be inspected by Contractor as part of weekly works site inspection. Waste amounts to be recorded as they leave the site. Reporting to Observations and amounts when available to be incorporated in CA site report. Corrective If practices are inconsistent with environmental best practice, Action action must be undertaken to remedy the situation immediately. Non-conformance and corrective action notices to be prepared and actioned. Responsibility Works Site Manager Timing Throughout works implementation

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5.6 Handling and Storage of The most likely source of any chemical spill Hazardous Materials would be oil or diesel from plant and machinery. Provided that good handling and Given the nature of the works it is not storage practices are employed on site the anticipated that large quantities of risk of contaminating the environment due chemicals will be used or stored on site. to chemical spills is considered very low.

Table 5.6 Handling and Storage of Hazardous Materials Element Handling and Storage of Hazardous Materials Policy To minimise, as far as reasonably practicable, the potential for adverse environmental impact due to handling or storage of hazardous goods. Performance Handling and storage of hazardous materials in accordance with Criteria ACT legislation and best management practice. Implementation • Establish a suitable dangerous goods storage area (in Strategy compliance with statutory regulations), including stores and waste chemical compounds. Prohibit open containers being left out in the open and use drip trays when decanting materials. • Establish temporary bunding for hazardous material storage during construction • All dangerous goods are to be stored in accordance with Dangerous Goods legislation. • Any waste oils to be collected and transported to recyclers or a designated disposal site as soon as possible. • Development of a spill control plan and education of workers in its provisions. This plan is to be readily available on site. • Any leakage or spills to be immediately contained and cleaned up to the satisfaction of the Project Manager • Contact Canberra Airport if spills are greater than 50L. • Written emergency and incident procedures to be communicated to all site personnel. • Current Material Safety Data Sheets (MSDS) for all chemicals on site to be readily available to site personnel with copy given to Superintendent’s Representative upon request. Monitoring Ongoing visual inspection of handling and storage practices Reporting to Non-conformances with best practice handling and storage CA procedures will be noted in weekly site report along with actions to remedy situation. Corrective If practices are inconsistent with environmental best practice, Action action must be undertaken to remedy the situation immediately. Non-conformance and corrective action notices to be prepared and actioned. Responsibility Works Site Manager Timing Throughout works implementation

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5.7 Staff and Subcontractor Training Table 5.7 Staff and Subcontractor Training Element Staff Training Policy All personnel involved in or visiting the works are aware of the CEMP and its objectives. Particularly those aspects relevant to the individual. Performance All personnel involved in or visiting the works to be aware of the Criteria CEMP and their responsibilities pursuant to the objectives. Implementation • Project/site induction is to include instruction on the CEMP Strategy and its requirements. Particular attention should be given to the specific actions required, responsibility and timings for each action. • Undertake all activities in accordance with the agreed plans of management, procedures and work methods. • Ensure that they are aware of the contact person regarding environmental matters. • Report any activity that has resulted, or has the potential to result, in an environmental incident. • Ensure that they attend the environmental training provided. Monitoring Regular inspection of activities carried out on site to identify compliance with the CEMP Reporting to The induction of personnel working on the works site to the CA CEMP will be noted in the Contractor’s site report. Corrective Where individuals are identified as carrying out work in a manner Action contrary to the objectives of the CEMP, they will be apprised of the problems and given appropriate training in best practices to remedy the deficiency. Responsibility Works Site Manager Timing Prior to commencement of works and as required for new personnel

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5.8 Threatened Species Management Table 5.8 Threatened Species Management Element Natural Temperate Grassland and threatened species management Policy To mitigate the loss and fragmentation of natural temperate grassland and potential habitat during construction. Performance Threatened species are to be managed such that: Criteria • The conditions of EPBC Act referrals are met. • Minimise disturbance to surrounding grassland. • Minimise weed dispersal • No loss in Grassland Earless Dragon individuals. Implementation • No works to commence without the express approval by the Strategy Airport

• Preconstruction protocol to be followed prior to works commencing as set out in Appendix B • All work personnel will be briefed regarding the location of grassland and threatened listed species prior to works commencing • Regular toolbox meeting regarding threatened species to be undertaken as required • Photographs of Grassland Earless Dragon and Golden Sun Moth will be placed in the contractor work room • The designated area for work will (where applicable) have barriers around the extent of the site. • The designated work area will be clearly marked with no-go zones in areas adjacent to natural temperate grassland and associated habitat not affected by construction works • Areas of relevant grassland adjoining the works area, which will not be impacted by the works, are to be clearly marked to avoid vehicle damage and spillage of spoil. • Vehicle access lanes will be clearly defined by markers and access to the construction zone will be on existing gravelled paved surfaces or existing and former airside roads whenever possible. • All vehicles, plant and equipment must be contained within the work site at all times when parked. • All vehicles used by the contractor must have clean tyres to prevent weed seeds, spoil and other debris. • Vehicles must be washed where necessary before entering the site. • Minimise runoff from the construction site. • No fluffing or unnecessary disturbance of soil

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• No topsoil to be added on disturbed areas. • Maintenance of plant and machinery must occur outside the designated construction area. • No fill, topsoil or spoil to be stockpiled on or near grassland. • All wiring to be placed in conduits to minimise disturbance to grassland. Monitoring Daily visual checks and weekly compliance checks to be conducted. Additional compliance checks to be conducted when workings in areas adjacent to edge of construction site. Reporting to Observations made during inspections to be incorporated in CA Contractor’s site report. Corrective If complaints are received, Contractor must immediately alleviate Action problem. Responsibility Works Site Manager. Timing Throughout works implementation.

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5.9 Additional Requirements for fuel or other risk sites Table 5.9 Fuel or other risk site management Element Additional requirements for fuel or other sensitive sites Policy To minimise the risk of contamination and to monitor the site for fuel or other hazardous substances. Performance • Absence of contamination on site Criteria • The protection of groundwater monitoring well. Implementation Before commencement of construction activities, the following Strategy measures will be incorporated where appropriate, to ensure mitigation measures are in place to minimise contamination of the site. • Base line testing is also required to ascertain the condition of the site prior to construction • Minimum of three groundwater monitoring wells (including one well up gradient) to be installed prior to any works. • Baseline monitoring of the core and water samples to be undertaken in accordance with the Airport (Environment Protection) Regulations 1997. • All excavations for the tank, fuel lines etc to be tested to confirm status of condition. • Baseline monitoring of water samples after the installation of tanks and product and prior to operation of the facility • All groundwater monitoring wells to be protected during construction Monitoring • Canberra Airport will conduct regular monitoring of groundwater monitoring wells for contaminants of concern in accordance with Airport Environment Strategy (cost of monitoring to be forwarded to tenant) • Monitoring results to be compared to Airport (Environment Protection) Regulations 1997 Reporting to Any incidents to be reported to Canberra Airport immediately CA Corrective If practices are inconsistent with best practice, action must be Action undertaken to remedy the situation immediately. Non- conformance and corrective action notices to be prepared and actioned. Responsibility Works Site Manager and tenant Timing Prior to works commencing and ongoing management of the site.

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Appendix A Checklists Control Measures Applicable Done/ Comment Pre-Construction Staff Awareness Ensure that all employees are aware of their Y N environmental responsibilities Ensure that all subcontractors are aware of their Y N environmental responsibilities Site Planning Mark limits of work site, storage and accesses to Y N minimise the ground area affected by road maintenance activity Plan order of work to minimise period of exposure of Y N disturbed ground to weather Locate services (including water, sewerage, electricity Y N etc) Identify site placement for work materials and fuel Y N storage Set up secure storage for fuel, oil or other chemicals on Y N site, and bunded around Identify site placement for spoil, topsoil and waste (not Y N under tree canopies) Heritage/Archaeology/Flora and Fauna Locate sensitive areas and/or areas containing flora and Y N fauna (e.g. particular trees) to be protected Locate and remove noxious weeds Y N Install exclusion fences around trees and saplings to Y N prevent damage from machinery or vehicles Access and Traffic Management Prepare traffic control plan Y N Set up traffic controls Y N Arrange parking for construction plant and employee Y N vehicles so that through traffic is not impeded. Erosion and Sediment Controls Erosion/Sedimentation Plan approved by Airport Y N Environment Officer Identify drainage and slope to and from site Y N Correctly locate erosion control devices and structures, Y N e.g., diversion drains, silt fences, hay bales, sandbags, detention basins Deployment of sandbags, silt fencing etc to use if work Y N is interrupted by rain Is a concrete washout needed/installed? Y N Water Quality Provide spill kit, in case of fuel or chemical spills Y N Noise Control Check that mufflers on plant meet EPA requirements Y N

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Control Measures Applicable Done/ Comment Install silencing devices or noise reducing barriers if Y N necessary Hazardous Substances Are hazardous substances (e.g. chemicals) being used? Y N Are appropriate environmental safeguards in place? Y N Waste Management and Disposal Identify wastes generated and method of disposal, Y N including recycling where possible Prepare Waste Management Plan as part of CEMP Y N During Construction – Weekly Checklist Heritage/Archaeology/Flora and Fauna Control or prevent spread of weeds Y N Monitor vehicles to ensure vehicles keep to designated Y N tracks and roads Check vehicle and plant tyres to minimise weed dispersal Works will cease in the event any heritage or Y N archaeological items are discovered Community Liaison Maintain a register of any complaints and detail the Y N methods by which they were addressed Access and Traffic Management Monitor traffic response to traffic controls and rectify Y N any problems. Erosion and Sediment Controls Correctly maintain erosion control devices for job Y N duration Soil Impacts Cover stockpiled soil and separate topsoil Y N Minimise compaction of topsoil due to use of heavy Y N machinery Air Quality Do not use plant which exceeds 10 sec continuous Y N visible smoke from exhaust Keep loose surfaces on site damp in windy weather Y N Dispose of excess spoil promptly or cover stockpiles Y N Cover truck trays when transporting dry material Y N Do not burn off waste materials Y N Noise Control Restrict construction noise levels by using plant Y N responsibly Notify neighbours if work outside normal hours of Y N work is planned Fire Control Ensure no cutting, welding or grinding on ‘fire ban’ Y N days

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Control Measures Applicable Done/ Comment Keep flammable materials in clearly signed secure area Y N No open fires allowed Y N Hazardous Substances Maintain a register of all hazardous substances kept on site Waste Management and Disposal Maintain a Waste Management Register recording the Y N type, quantity and location of waste reused, recycled, stockpiled and disposed of Maintain worksite in clean, rubbish-free state Y N Inspect plant for fuel, oil or hydraulic fluid leaks. Y N Repair leaks before using plant Carry out any on-site refuelling and servicing within Y N bunded area at least 20m from natural or built drainage lines. Appropriately contain wastes stored on site Y N Dispose of waste in accordance with legal requirements, Y N including treatment, if required Ensure waste is transported securely Y N Post-Construction Rehabilitation of Site Ensure soil is made stable (especially when soil slopes) Y N Revegetate site in accordance with Landscape Plan Y N Remove soil and erosion controls after soil is made Y N stable Remove all waste materials or liquids from site Y N Remove site sheds and amenities Y N ...... Site Foreman...... (date)

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Appendix B Preconstruction Protocol

Protocol for the investigation and 7. It is proposed to move the retrieval of Grassland Earless Dragon animals away from the works area and placed in an area of potential The following protocol was developed in or actual habitat, preferably consultation with Peter Robertson, adjacent to the works area. The Wildlife Profiles Pty Ltd and co-author of area will be decided upon by the Grassland Earless Dragon Recovery Alison Rowell and Peter Plan and Alison Rowell, Qualified Robertson; Ecologist on 9 November 2009 and will 8. The Grassland Earless Dragon be followed, prior to any works, for the individuals will be monitored by investigation and retrieval of potential using a tracking device (to be Grassland Earless Dragon. undertaken by the University of

Canberra); 1. Fence off construction area and install sediment fencing to deter 9. Alternative burrows will be made the movement of Grassland by hammering a round stake or by Earless Dragons into the drilling in the ground to a depth construction area; of 20cm– such a hole then has the characteristics of an invertebrate 2. Closely mow the construction hole where the lizards are found area and remove the thatch; at the Airport; and 3. Investigate the area north of 10. Build upon the database recording Taxiway Foxtrot for invertebrate each of the captured animal’s holes; characteristics including exact site 4. Check any holes in the works area location and relocation. This will with a fibrescope for the allow for possible comparison of Grassland Earless Dragon; future monitoring and recaptures. 5. Once the holes are checked the Data will be shared with the holes are destroyed to deter University of Canberra, Grassland Grassland Earless Dragons from Earless Dragon Recovery Team, re-entering the hole; Department of the Environment Water, Resources, Heritage and 6. If found, the Grassland Earless the Arts and ACT Parks, Dragon is identified by Conservation and Lands (PCL). photography, measure, sex and DNA if possible (DNA sampling Sediment and erosion control fencing to be undertaken by the will be installed to prevent Grassland University of Canberra who will Earless Dragons re-entering the work obtain necessary permit to take corridor during works. and ethics approvals);

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Appendix C Existing Airside Roads