6. Traffic Assessment

Section 91 (ga) of the Act requires that an MDP addresses 6.1 Trip Generation and Distribution the likely effect the proposed development will have on The number and timing of vehicles accessing the traffic flows. DFO development (referred to as trip generation) was Section 6 of the Master Plan 2014 outlines the vision for benchmarked with other DFO type developments within ground transport at Perth Airport. Australia. The industry modelling standard is based on calculating the typical vehicle movements per hour The Airport West Precinct is currently serviced by Brearley related to every 100 square metres of Gross Floor Area Avenue, Fauntleroy Avenue and the newly opened Dunreath (GFA). Therefore, the anticipated trip generation for a DFO Interchange from Tonkin Highway, completed as part of development in the morning peak period is expected to be the Gateway WA project as shown in Figure 18. The State 0.9 vehicles per hour for every 100 square metres of GFA. Government has announced that Brearley Avenue will While in the afternoon this number rises to 1.7 vehicles per close in December 2016 to allow for the commencement hour for every 100 squares metres of GFA. of works for the Forrestfield-Airport Link project and associated Belmont train station. At this time, the Dunreath AM Peak PM Peak Hour Rate Hour Rate Interchange will replace Brearley Avenue as the key vehicle Land Use Unit (vehicles (vehicles and freight route into the precinct with Fauntleroy Avenue per hour) per hour) forming the secondary access. The construction of the DFO 0.9 1.7 Per 100sqm (GFA) Dunreath Interchange has allowed the downgrading of the remaining section of Dunreath Drive to an airport service Table 6 Trip generation for the DFO road as is referenced in the Master Plan 2014 (referred Based on the proposed DFO development of 37,000 GFA to as Old Dunreath Drive). To improve local access into the average movements per hour in the AM and PM peak Redcliffe and the Airport, the State Government is currently periods is detailed in Table 7. upgrading the intersection of Fauntleroy Avenue and Great AM Peak PM Peak Eastern Highway to provide a dedicated right turning lane. Peak Hour Land Use Hour Hour (Traditional) The ground transport plan for the Airport West Precinct, In Out In Out is premised on the current importance of the precinct to DFO 86 58 136 136 10AM-2PM support the domestic commercial air services currently using T3 and T4, in addition to the functions of the office Table 7 Average Trip Generation for a DFO at an airport – Vehicles per hour park. As outlined in the Master Plan 2014, Perth Airport It is anticipated that the DFO development will generate 86 anticipates the final stage of consolidation of all commercial inward vehicle trips per hour and 58 outwards trips per hour passenger services to the Airport Central Precinct will occur in the morning peak period. In the afternoon peak period in the early 2020’s, when new facilities are constructed for this is higher with 136 inward trips and 136 outward trips. the Qantas Airways Group operations. The PM peak will generate significantly more trips than the

The domestic operations of the Qantas Group currently AM peak due to the profile of the DFO customers and the generate the majority of the traffic entering the precinct typical length of stay for customers of a DFO. The impact on and traffic modelling for the precinct has been progressed level of service is provided in Section 6.2. on the worst case assumption that the Qantas Group will Based on other DFO stores in Australia, it is anticipated not relocate from the precinct until 2024. that on an average day the majority of people will travel to

It is anticipated that once the Qantas Group relocates, and from the DFO development between 10am and 2pm. the traffic volumes to and from the Airport West Precinct Weekend flows, when terminal vehicle traffic volumes are will substantially decline. The proposed road design has lower, are up to 20 per cent higher than the corresponding been developed with the aim that traffic in Airport West times on weekdays. However the highest overall figures for accessing the terminals are the priority vehicle flow. the precinct occurs on weekdays.

The proposed development has been assessed to determine the impact on the existing road network with respect to trip generation and distribution, as well as in relation to ‘level of service’ of the road network both now and into the future.

30 GREAT EASTERN HIGHWAY BYPASS

KALAMUNDA ROAD

GREAT EASTERN HIGHWAYBUNGANA AVENUE FAUNTLEROY AVENUE 21

24 BREARLEY AVENUE

CROSSWIND RUNWAY 06/24 (2163m X 45m)

ABERNETHY ROAD

06 D U NR EA TH DR IV E

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I N R

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A Y GROGAN RD

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KINGSFORD SMITH AVE ABERNETHY ROAD PALTRIDGE RD

ROE HIGHWAY Terminal 1 DUBS CLOSE Terminal 2 TONKIN HIGHWAY Terminal 3 Terminal 4 Airside Fence ABERNETHY ROAD Primary Regional Roads Other Regional Roads LEACH HIGHWAY Rail KEWDALE ROAD MDP Boundary

Figure 18 Perth Airport external and internal road network Source: Perth Airport Master Plan 2014

31 6.2 Traffic Capacity Analysis peak is therefore slightly higher than the terminal peak When completing a traffic assessment a number of scenarios experienced in the morning, however it is still under are modelled and tested. For the assessment of the DFO the theoretical capacity of the road, which has been development the following scenarios were considered: conservatively assessed to be 2,800 vehicles per hour. The • 2012 baseline (peak operating environment prior to Virgin capacity of the road is not the point at which traffic does Australia relocating to Terminal 1 and without the DFO) not have ‘free flow’ and congestion begins to occur. • Day prior to Qantas consolidation to Airport Central (for the Another factor to consider is the level of service of the road purpose of modelling assumed to be 2024). This is with the network and intersections. Level of service is an industry DFO operational and when it is expected that aviation accepted measure of the performance of a road network. traffic in the precinct is at its peak. In assessing the impact of the proposed development, a

It is anticipated that between opening of the DFO and volume to capacity ratio is used to provide guidance on Qantas consolidation to Airport Central (the two scenarios network operation in the form of ‘average vehicle delay’. above) the overall vehicle traffic levels will be less than the Level of Average Vehicle Description 2024 scenario. Accordingly the 2024 scenario is the worst Service Delay1 case scenario and is therefore used to predict the impact of A to C Less than or equal Posted speed is the DFO development on the road network. to 20 seconds per maintained and at vehicle or near free flow The typical traffic peaks for aviation users of the precinct conditions and those of the DFO development do not align, with peak C to E Between 20 seconds Approaching flow and 50 seconds per breakdown. Speeds terminal traffic occurring between 4am and 7am and peak vehicle decreased, freedom DFO traffic occurring between 10am and 2pm. The cumulative to manoeuvre is impacts of the terminal traffic (projected out to 2024) and limited. the DFO traffic is shown in Figure 19. Figure 19 shows that E Between 50 seconds Unstable flow and 70 seconds per operating at capacity. weekdays experience more terminal traffic than on weekends vehicle Changing lanes will and that the peak number of vehicles per hour accessing the disrupt traffic. terminal is experienced between 5am and 6am on a weekday Greater than F Greater than 70 Breakdown of traffic estimated to be approximately 2560 vehicles in 2024. seconds per vehicle flows and travel times cannot be predicted. Using figures for existing comparable DFO developments 1 – Roundabout control interstate, the modelling for vehicles accessing a DFO Table 8 Description of Traffic Operation levels of service shows that by 2024, the weekday peak vehicle numbers Source: SIDRA will be experienced between noon and 1pm with around Table 8 provides further detail of level of service 630 vehicles per hour arriving or departing the DFO classifications in terms of Average Vehicle Delay and development. When this is added to the number of vehicles associated descriptions, and demonstrates the industry accessing the terminal in the same period, this amounts to standard. Level of Service A provides a less than or equal to approximately 2700 vehicles in the hour. The cumulative a delay of 20 seconds per vehicle and is when the posted

Weekday terminal trac Weekend terminal trac DFO trac Hourly rate limit

3000

2500

2000

1500

1000 Vehicles per hour 500

0000-01000100-0200 0200-0300 0300-0400 0400-0500 0500-0600 0600-0700 0700-0800 0800-0900 0900-1000 1000-1100 1100-1200 1200-1300 1300-1400 1400-1500 1500-1600 1600-1700 1700-1800 1800-1900 1900-2000 2000-2100 2100-2200 2200-2300 2300-2400

Time of Day

Figure 19 Dunreath Drive Profile – DFO & T3 / T4 in 2024 with Qantas remaining in the precinct

32 speed is maintained and the road network is functioning at Traffic modelling of the 2024 scenario indicates that the a near free flow condition. Perth Airport considers that new intersection is forecast to continue to operate at a level of road infrastructure is required when roads and intersections service A. The modelling showed that there will be minimal are operating at or below level of service E. Level of service delay for traffic travelling to the terminal, with very minor E is when there is 50 to 70 seconds of average delay per delays occurring for vehicles travelling from the terminal / vehicle and when the road is operating at capacity and out of the precinct southbound on Dunreath Drive towards manoeuvres such as changing lanes will disrupt traffic flows. the interchange.

To determine whether there will be any impacts to the level 6.2.1.2 Dunreath Drive and Boud Avenue of service provided to users, the traffic modelling focussed The recently constructed intersection of Dunreath Drive GREAT EASTERN HIGHWAY BYPASS on two key elements of road infrastructure being: and Boud Avenue, is located north of the existing Dunreath • the capacity of Dunreath Drive and internal roads, and Drive roundabout. Traffic will traverse this intersection to • the capacity of Tonkin Highway and Dunreath Interchange, gain access to the DFO site from the southern access way, as the principle access point. including both passenger vehicles and service vehicles.

6.2.1 Dunreath Drive and Internal Roads The traffic modelling of the 2024 scenario indicates that the Key internal intersections providing access to the DFO intersection is projected to continue to operate at a level development as shown in Figure 20 include: of service A with an average vehicleAIRPORT delay of 5.4 seconds • Dunreath Drive / Old Dunreath Drive (existing roundabout), in 2024. However in the PM peak periodNORTH the level of service and will drop to a level of service B with an average vehicle delay GREAT EASTERN HIGHWAY of 12.4 seconds. The highest level of delay in the PM peak • Boud Avenue / Dunreath Drive. 21R period was recorded at 38 seconds. It is expected that from 6.2.1.1 Dunreath Drive / Old Dunreath Drive day of opening till 2024 the intersection will continue to The existing roundabout at Dunreath Drive is located to the operate overall at level of service A. east of Tonkin Highway. General traffic and service vehicles 24 will traverse this intersection to access the DFO site. The highest levelAIRFIELD of inconvenience would be experienced by vehicles exiting the DFO development.

6.2.2 Tonkin Highway and Dunreath Drive Interchange Traffic to and from the DFO will access the surrounding major road network through the Tonkin Highway and Dunreath Drive Interchange. The Tonkin Highway forms part of the arterial road network providing access to the majority of the Perth metropolitan area. The retail analysis BOUD AVENUE for the DFO development has shown that the expected catchment is anticipated to cover the eastern metropolitan region, as well as the majority of the central sub region, north towards Joondalup and as far west as Claremont, as a DU N consequence of this good level of connectivity to the arterial RE AT road network. H INTERCHANGE AT DR IV Modelling carried out for the development has shown that TONKIN HIGHWAY/ E 21L DUNREATH DRIVE the adjacent arterial road network, including the Tonkin Highway and Dunreath Interchange, has sufficient capacity TO N to accommodate the total volume of traffic generated by the K IN DFO as additional trips to the network with no impact during H peak times, rather than assuming a percentage are those I G already on the existing network passing by. The volumes H MDP Boundary W generated by the development are not a major component A of the overall traffic using the arterial road network. Key intersections Y AIRPORT CENTRAL Figure 20 Key intersections affected by the development

03L

AIRPORT NEW RUNWAY 03R/21L (2700m X 45m) SOUTH

TONKIN HIGHWAY 03R

ABERNETHY ROAD The external road network will be further complemented by 6.3 Vehicle Site Access planned State Government road upgrades such as the $1.2 Vehicle access to the car parking area associated with the billion Northlink WA project, which will link to the Gateway DFO development will be via access points from Dunreath WA upgrades and provide a strategic transport link for Drive, as shown on Figure 21. both commuters and freight between Muchea and Morley. Further detail of this project can be accessed from project/ It is anticipated that these points of access are provided from: mainroads.wa.gov.au/northlinkwa. • the southern boundary of the site via the western extension of Boud Avenue, providing the primary access point for It is anticipated that the DFO development will not have any vehicles entering the precinct from the Dunreath Interchange, long-term impacts on freight movements to Perth’s major • the northern boundary of the site, via High Street, and intermodel freight hubs at Kewdale and Forrestfield. • the eastern boundary of the site, providing a central entry In conclusion, the traffic modelling has shown that the into the car park directly from Dunreath Drive. capacity of Dunreath Drive and associated approach roads While there will ultimately be three access points provided and intersections will be sufficient to cater for the demand to the development site, these may be staged over time in of both the DFO development and terminal traffic from day the above order of priority, and will be dependent on the of opening to the period that Qantas relocate to the Airport delivery timeframe of the precinct roads. The access from the Central Precinct (currently modelled at 2024). southern boundary via the western extension of Boud Avenue If the relocation of the Qantas Group to Airport Central is the principal access point to facilitate the development, was delayed past 2024, the existing road network could while the remaining two are to provide an improved customer continue to support both the operations of terminal traffic experience. The road network has capacity to support the to T3 and T4 and the DFO development however after this development should they not be constructed. point the level of service experienced by road users would As discussed in Section 3.2.2, the construction of High gradually decline. Street and the Boud Avenue extension will facilitate

TONKIN HIGHWAY LEGEND

Controlled Vehicular Access for Patrons Controlled Two Way Driveway for Service Vehicles Loading Dock for 19m Articulated Service Vehicle Tracable Island

BOUD AVENUE BOUD

FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE

HIGH STREET

HTAERNUD EVIRD

MDP Boundary

Figure 21 Site Access Plan

34 access to the proposed development, however these roads The nature of the proposed land use as a ‘destination’ based fall outside the trigger requirements of an MDP and are development means that the majority of patrons will arrive necessary to fulfil the wider vision for the precinct. at the site by private vehicle. The development will be open 6.4 Service Vehicle Access approximately two years prior to the completion of the nearby Belmont Station and rail service. The development It is anticipated that all service access to the proposed will provide well connected cycling and pedestrian routes into development will be via the southern access way from the the site, cycle parking and end of trip facilities to encourage Boud Avenue western extension, to the rear of main building the use of alternate travel modes from day of opening. as shown in Figure 21. Potential conflict with passenger vehicles and pedestrians is minimised with no service access Perth Airport considers that the proposed supply of car through the car parking areas. parking is adequate for the type of development and surrounding land uses, and is consistent with both the An assessment of the vehicle manoeuvring required for a requirements of the Local Town Planning Scheme and a 19 metre articulated vehicle has been undertaken to ensure national industry standard. appropriate design of the access points and intersections. 6.5 Aviation Security Incident Detailed design of the car parking layout will ensure internal circulation and design meet Australian engineering In a major event that would require emergency service standards, and provide safe and efficient access between vehicles to respond to an incident airside, it is possible the car parking areas and the development, as well as a safe that the Dunreath Interchange may be affected or require environment for visitors arriving by non-car transit. This closure. In this situation, DFO vehicles can exit the Perth will include the provision of disabled bays in close proximity Airport estate by travelling north on Dunreath Drive to to the main entrances to the DFO, and sufficient security Fauntleroy Avenue, accessing Great Eastern Highway. lighting of car parking and service areas to ensure safety of 6.6 Car Parking patrons and staff.

The proposed development provides for approximately The unique location of the proposed development within 1,500 at-grade car parking bays. This is considered to be close proximity to the domestic terminals will necessitate more than adequate to support the proposed development the requirement for a car parking management strategy from a commercial perspective. This is also consistent with to avoid aviation users occupying bays within the DFO site the City of Belmont requirement which stipulates six bays that are required for shoppers, and the details of this will be per 100 square metres NLA, equating to approximately developed through the detailed design. 1,440 bays to accommodate the development. 6.7 Pedestrian and Cyclists The proposed parking numbers also exceed the number There are currently no pedestrian or cycling infrastructure links determined in accordance with the NSW Roads and Traffic located immediately adjacent to the proposed site, however Authority (RTA) Guide to Traffic Generating Developments Dunreath Drive is a strategic cycling route connecting Redcliffe (October 2002), which is considered best practice in to the future Belmont Station and employment precinct and Australia. As shown in Table 9, the RTA applies a parking accordingly, it is intended to provide a 2.5 metre wide shared ratio of 4.3 parking spaces per 100 square metres for developments exceeding 20,000 gross floor area (GFA). This path along the length of the site. It is also intended that the would equate to 1,075 parking bays. development will be integrated with the regional principal shared path network on Tonkin Highway and connected Car parking NLA Proposed versus with local footpath and cycling networks in the Airport West spaces per metres Recommended 100metres Precinct and to Redcliffe and the future Belmont train station. squared Minimum squared Given the location and land use of the proposed DFO proposal 24,000 6.6 1,574 development, trips to the site via pedestrians and cyclists (proposed) are likely to be low in number in comparison to private RTA 20,000 – 4.3 1,075 30,000 vehicle access. Appropriate end of trip facilities and a minimum of 24 cycle parking bays will be incorporated City of 24,000 6 per 100sqm 1,440 Belmont NLA within the development for use by visitors and staff.

Table 9 Minimum level of off-street parking for shopping centres Source: RTA Guide to Traffic Generating Developments, October 2002)

35 6.8 Public Transport The Forrestfield-Airport Link project will provide three new stations as summarised below: 6.8.1 Bus 1 The State Government, through the PTA, is responsible • Belmont Station – located outside the western boundary for public transport. The Airport West Precinct is currently of the airport estate within the Brearley Avenue road serviced by two bus routes, Bus 37 and Bus 40. The routes of reserve on State land in the locality of Redcliffe. This station these services through the precinct are shown in Figure 22. will be approximate 800 metres from the DFO development. These routes traverse Second Street, Dunreath Drive and • Airport Central Station – located near Terminal 1 (T1) Snook Road with existing bus stops within approximately International on the airport estate. 800 metres (10 minute walk) of the proposed site. These bus • Forrestfield Station – located adjacent to Dundas Road in services connect to the Perth CBD and operate at 30 minute High Wycombe on State land. intervals during the peak commuter periods, however these It is anticipated that the project will be operational at the services may be re-routed following the development of end of 2020. An MDP for the components on the airport the Forrestfield-Airport Link to a bus interchange at the estate was approved by the then Minister of Infrastructure proposed Belmont train station adjacent to the proposed and Regional Development on 30 November 2015. site. Perth Airport will continue to work with PTA to ensure The Belmont station will also incorporate a bus ‘interchange’, adequate public transport options to Perth Airport. with more of the local bus routes diverted to link into the rail 6.8.2 Rail network. This will provide an alternate means of transport In 2014, the State Government announced that a new rail to the DFO development, although it is still expected that link would be constructed from Bayswater to Forrestfield via the majority of visitors to the development will arrive by the Perth Airport estate, now referred to as the Forrestfield- private vehicle. Airport Link project. The Forrestfield-Airport Link is an 8.5 Although the DFO development does not rely on the kilometre underground extension of the Perth rail network rail station being constructed, the combination of both from Bayswater to Forrestfield, of which 3.8 kilometres is ench St additional bus services and the provision of rail makes public H w Latham St igh Villiers St BrounEast n Kitchener Rd Ashfield verley r H located within the estate as shown in FigureBe 23. te rn Flats s ste a Ea Gary E at transport a viable mode for staff and visitors to the DFO site. Blanch at re Park re G G Ascot Kayak Club Sandy Beach e ï d IA Reserve P !S d l 6.9 Construction Garvey IA e i f Park h s IA Cabramatta St A

Hilton Gr Ivy St Fauntleroy Av y Apac Way w Traffic generation through construction will be significantly less d H R n e Av I n o n t g r le Hay Rd w s te IA Valentine Rd e

enmur P s N

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P a than the traffic generated during operations. It is anticipated

n E r t

u ea r b r Tibradde i W r n C e d d e G e Rd ï Frank Treen Bungana Av Memorial Park 40 Redcliff that approximately 160,000 cubic meters of soil will be l Claughton P D rby Reserve a Ayres Fauntleroy Av IA Bushland Ben St removed from the site as part of site establishment work. e

Central Av Coolgardie Av terview Pd Wa Kleinig Rd

K The material will be placed on a suitable area within the estate. a Boulder Av n ow REDCLIFFE L na Redcliffe! Fauntleroy Av oc A o v l Tavern 37 40 ck W City of Swan The Esplanade St e st l City of Belmont Forbes St Tonkin Hwy 37 40 First St

Mccomb Rd Construction traffic will be managed through a traffic Bulong Av

Davis St Marracoonda IA 37 40 !Motel d Baker R management plan required at the time of Perth Airport The Court !/T th K Brearley Av / an ow oria St Nor na t Vict A S v d T Consent, and truck entry points to the site will be designed E n a c37o Rd lin ap d ! s e 37 40 R Miller Av t S r Selby n e K e s Redcliffe PS ll y e h R i 40 Park ! r ie G l o M ds Lyall St IA s W s O'neile Pde a y D IA to minimise conflicts with passenger vehicles and

d a R

l T h k e o C o n emergency service vehicles (in the event of an aviation r Redcliffe St Maria es ictoria St S !P ce nt V Goretti CatholicMorrison St Lakeside Aged Boud Av Drummond St Church Care t v ! C Facility æ! ! Parkview Spencer Ct s Stanton Rd St Maria n Aged Care a Smyth Lake Goretti Sch y security or emergency incident). Facility Towton St R Reserve ! Lakeside Hostel Piercey Ct D Manuel Cr b Ct u Smiths Av ib n Treffone St Cr Ascot Close Pl r SES Retirement Mckeon St Gibson e ! !Village Park a Hiscox th Way Andell Pl 6.9.1 Day of Opening Dunton Pl ! D r ing Brightwater Care Parkview Edw K ho ard rn Group Redcliffe Chase

s C P Hostel

Collyer St l Bignel Pl r y

a It is anticipated that on opening, the DFO development will r W Leake St D c

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Johnson St n g o

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n i i L m Fle see a surge in vehicle traffic movement as people visit the t l C P D a O y P e l C l ay an 'le ar hilo m Morgan Rd

37 Morgan T

Stanley St Belvidere t o site for the first time. A traffic management plan will be put Park C n Shopping Redcliffe k

Centre v Park m i !P a n Raleigh St l A

Graham PlG h ! d n H Winning el ra i Board Av n e w Post Tavern F d l t P y George St he in place to cater for this surge and overflow parking will be Gardiner St d C e kett St Belmont Assemblies ow Belvidere St Of God Church Belmont B Childrens Day æ ! e Care Centre an Ep r L D o considered and made available. This will ensure no impact som Av r rd Av nd r T

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o n Somers St C d Belmay PS C R ck g in w C Klem Av r Gregory St ce to traffic entering the estate to access T3, T4 and General M Figure 22 Current public transportigan C routesd through Airport West gu ir ffR c t a g s Comino St M a Monier W Park t Ashworth St Epsom Source: TransperthS Estcourt Rd y bl Park Aviation areas or the external road network and access points. i T Comm Keymer St Fi Whitchurch Rd Health ! nn G a r o n t Centre o S y C St d a a d æ ll W t Belmont The Church S n n li a Signal Pratt t l n S l e t as r Hill Of J esus Christ Of H se Casey St r Harman St tt C u Latter Day Saints o S rpingto Williamson Av C t O Hardey Rd Pl Harmen a 1 In April 2016, theJordan irby PTASt St Kelly advisedSt PerthGarvey St Airport of a name change to the station located in Redcliffe, now known as Belmont Station. Previous Perth Airport publications, Park F ! Love St Exeldi Middleton K Cloverdale Park Keady St including the MasterShopping Centre Plan 2014 referred to this site as the Airport West Station. Notre Dame Love St ay n W the ll St Cath PS in u rl ! l S an Jay St cg d Sydenham St Harriet Pl Rosedale Ct Oswe ng M W æ Cloverdale N otre ra Gardens a Gilroy St Co M y Dame Catholic Church id dl Daly St et on t S Miles S Peacock St t s Park e r St

o Miles Park L VidlePowe ll St 36Comm Centre l St Fisher St ! Til Hoskin St

! Hoskin Norris St t Park Cloverdale PS Arlunya Av S ly Towie St æ er Cloverdale n en K ie W All Saints h ay itc Anglican Church R endra St St chett St 6.10 Conclusion Perth Airport recognises that the road network on the The current priority for access within the Airport West airport estate must be designed so that it is integrated with Precinct remains as aviation users, until such time that the surrounding regional road network. The development the Qantas Group relocates its domestic operations to the will not have an impact on the external road network, Airport Central Precinct. For the period that the Qantas including Tonkin Highway and future State Government Group operations remain in the Airport West Precinct, it is projects such as Northlink WA that will further enhance integral that minimal disruption to service on the roads is access to the site. Perth Airport will continue to work closely provided to vehicles accessing T3 / T4. Should the relocation with Main Roads WA in this regard. of the Qantas Group be delayed, the road network To ensure modelled traffic behaviour and queuing reflects will continue to be sufficient to support the proposed the actual situation and to determine if any further road development, albeit at a slightly reduced level of service. treatments are required, traffic flows and intersection

An assessment of trip generation and distribution and performance will be reviewed as part of the ongoing traffic capacity has demonstrated that the peak times for road network monitoring of the Airport West Precinct. If the operation of the DFO are largely outside of the peak monitoring shows that road infrastructure if not adequate periods for the terminals. Even at the busiest times of the or vehicles for the DFO adversely affects the road network day, Dunreath Drive has sufficient capacity to support the then reasonable efforts to mitigate the impacts will be proposed development in addition to the traffic generated implemented. by the terminals at 2024, and there will be only minimal delays primarily to southbound traffic – i.e. those exiting the precinct back on to Tonkin Highway.

Figure 23 Forrestfield-Airport Link project boundary Source: PTA

37 7. Environment and Heritage Assessment

A review of the environmental and heritage impacts communities and heritage places, defined in the EPBC Act as associated with the construction and operation of the matters of national environmental significance. DFO development has been completed. The key areas The nine matters of national environmental significance to identified were: which the EPBC Act applies are: • legislative environment, • listed threatened species and communities, • climate conditions, • listed migratory species, • geology and soil conditions, including Acid Sulfate Soils, • Ramsar wetlands of international importance, • groundwater, • Commonwealth marine environment, • surface hydrology, • world heritage properties, • contaminated sites, • national heritage places, • vegetation and flora (including EPBC Act listed species), • the Great Barrier Reef Marine Park, • Threatened Ecological Communities (TECs), • nuclear actions, and • fauna, and • a water resource, in relation to coal seam gas development • heritage sites. and large coal mining development.

The environmental values are based on data attained by In addition, the EPBC Act confers jurisdiction over actions site investigations and information obtained over the short that have a significant impact on the environment where and long term. On the basis of the information available, the actions affect, or are taken on, Commonwealth land or the environmental values of the proposed project area are carried out by a Commonwealth agency (even if that are described and defined by Commonwealth and State significant impact is not on one of the nine matters of legislation, policy and guidance. Where relevant, a whole of ‘national environmental significance’). Collectively these are estate context on relative values is also provided. termed ‘Protected Matters’.

Environmental impacts as a result of this development will The EPBC Act is triggered where an action is likely to have be described in this section by first describing the existing a significant impact on Protected Matter. A significant environment in the project footprint and any potential impact as defined by the EPBC Act is an impact which is impacts as a result of the project, followed by proposed ‘important, notable, or of consequence, having regard to its mitigation and/or management measures. context or intensity’. Significant impact guidelines assist in Overall environmental management of the project the determination of whether an action is significant for a during construction will be described in a Construction Protected Matter. For some species, referral guidelines have Environment Management Plan (CEMP). Following been developed, providing specific advice on when an action construction, an Environment Management Plan for the should be referred for assessment. operation will be implemented, if required. The Airports Act 1996 (Act) outlines that environmental Minor issues of environmental management to be addressed impacts on a federally leased airport are considered via the by the CEMP include: Act’s MDP process. • dust management, and There are three different ways in which the environmental • waste management. elements of a MDP can be assessed: More significant matters of environmental management to be • Department of Environment and Energy (DEE) assessment addressed by the CEMP are addressed in the subsequent sections. under Section 160 of EPBC Act, • DEE accreditation of Department of Infrastructure and Additional investigations will be undertaken and if required Regional Development (DoIRD) assessment process or of management strategies developed as the details of the DoIRD’s as an assessment body, or proposed development are finalised. • DEE accredit DoIRD’s assessment but the MDP is still 7.1 Legislative Context referred to them for comment once submitted to the Commonwealth Minister for Infrastructure and Transport. The Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) is the Commonwealth Government’s A combined assessment under the Act and EPBC Act can be central piece of environmental legislation. It provides undertaken, with two processes available: a legal framework to protect and manage nationally • DEE accreditation of DoIRD’s assessment process or of and internationally important flora, fauna, ecological DoIRD as an assessment body, or

38 • DEE assessment under Section 160 of EPBC Act and advice 7.1.1 Other Legislative Considerations provided to the Commonwealth Minister for Infrastructure The commitments made as part of this MDP are enforceable and Transport. under the relevant legislation including the: • Airports Act 1996, and Where the number and complexity of environmental • Airports (Environmental Protection) Regulations 1997 (APR). impacts of a proposed major development is low and locally confined, and can be predicted with a high degree This MDP is also consistent with developments and of confidence, the Environment Minister will accredit commitments outlined in Section 9 (Environment Strategy) the MDP process under the Airports Act for the purpose of the Master Plan 2014. of the EPBC Act assessment. This means that the Draft In addition, the Airport Environment Officer (AEO), who is MDP is not subject to separate assessment requirements employed by DoIRD and is independent to Perth Airport, under the EPBC Act. Instead, in preparing advice for the is located onsite to monitor, report and take preventative Commonwealth Environment Minister to provide to the action against any environmental impacts or pollutants. Commonwealth Minister for Infrastructure and Transport, DEE will draw on the outcome of the assessment by DoIRD of 7.2 Climate the Draft MDP after is have been submitted by the airport. 7.2.1 Existing Environment Climatic conditions assist in understanding the environment Referral guidelines were released by the then Commonwealth of the project area as well as influence the development of Department of Sustainability, Environment, Water, construction management measures. Population and Communities (DSEWPC), now DEE, for three Black Cockatoo species in 2012. Based on these guidelines, The Perth region has a Mediterranean climate, experiencing the project does not represent a significant impact. hot, dry summers and mild, wet winters. The annual average rainfall is 769.5 millimetres, with most of the rain falling The Exposure Draft MDP was referred to the then between May and August, with mean daily minimum Commonwealth Department of Environment for comment, temperatures ranging between 8.0°C and 17.5°C. From at which time it was advised that under Section 161A of December to March the climate is typically dry and hot the EPBC Act that the proposed action is unlikely to have a with mean daily maximum temperatures ranging between significant impact on the environment, and therefore the 17.9°C and 32°C. Historical annual averages from the Commonwealth Environment Minister’s advice and a referral Bureau of Meteorology station located at Perth Airport are of the project under the EPBC Act was not required. summarised in Figure 24. Perth Airport submits that through this MDP, it has fulfilled Winds and the seasonality of rainfall in the Perth region its statutory environmental obligations in accordance with is a factor that influences stormwater, dust control and both the Airports Act and EPBC Act. sediment, and erosion control management strategies. The Perth region experiences strong westerly winds or gales in winter and strong easterly winds and south-westerly sea breezes in summer.

40 200 Mean Rainfall Max Temp Min Temp

30 150

20 100

10 50 millimetres Rainfall degrees Celsius 0 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Figure 24 Perth Airport historical weather averages Source: Bureau of Meteorology (February 2016)

39 Acid Sulfate Soil Risk

High to moderate risk

Moderate to low risk

MDP Boundary

Airport Boundary

1:30,000 0 760

Metres

Figure 25Note: Acid DrawingSulfate Soil is not Risk an official document WORKING PLAN ONLY Date: 18/01/2016 Whilst all efforts to make this information accurate and complete, no guarantee can be given to this extent. Airport West - DFO No decisions should be made from the information contained on this plan without further reference. Acid Surface Soil Risk Do not rely on this information beyond the date of creation as regular changes to the data occur. A4 Refer any requests to the Perth Airport - Design Office for the most accurate and up to date data. N:\ENVIRONMENT\GIS\AirportWest\DFO_ASS Risk_0116.mxd

40 7.2.2 Mitigation and Management 7.3.2 Mitigation and Management Perth Airport considers there will be no significant impact 7.3.2.1 Acid Sulfate Soils to climate or weather conditions as a result of this The project area has a moderate to low risk of containing development. As such, no mitigation and management Acid Sulfate Soils. The CEMP will require that prior to any measures have been proposed. excavation and/or dewatering activities being undertaken 7.3 Geology and Soils in the project area, an Acid Sulfate Soils site investigation will be undertaken. If Acid Sulfate Soils are identified by 7.3.1 Existing Environment these investigations, an Acid Sulfate Soils and Dewatering The airport estate, including the project area, is situated Management Plan will be developed at that time. These at the base of the Darling Escarpment and is underlain by plans will be appended as addenda to the CEMP. Any superficial formations of quaternary age comprising of subsequent excavation or dewatering will then be managed swamp deposits, sands and clays. in accordance with this management plan to ensure that The area upon which the estate was developed is located any disturbance of Acid Sulfate Soils does not result in within the Bassendean Dune System of the Swan Coastal adverse impacts to the surrounding environment. Plain. Bassendean Dunes typically consist of low relief sand hills with seasonal wetlands frequently occurring in the swales. Generally speaking the site is low-lying and gently undulating.

The surface soils of the site consist of Bassendean Sands on the dunes and some peaty swamp deposits in the intervening swales. Bassendean Sands typically consist of light grey, fine to medium grained quartz sand with an iron cemented layer commonly encountered at water table depth.

Ground conditions within the project area are generally flat, with minimal observed undulation, and sandy top soils.

7.3.1.1 Acid Sulfate Soils Acid Sulfate Soils are naturally occurring soils containing iron sulfide minerals (notably pyrite) formed under saturated anoxic conditions. In an undisturbed state below the water table, these soils are benign and non-acidic. However, if the soils are exposed to the atmosphere through activities such as drainage, excavation or dewatering, the sulfides may react with oxygen to form sulfuric acid.

Acid Sulfate Soils can be present in the form of: • Potential Acid Sulfate Soils (PASS) – Soil that contains unoxidised iron sulphides. When exposed to oxygen through drainage or disturbance these soils produce sulphuric acid, • Actual Acid Sulfate Soils (AASS) – PASS that has been exposed to oxygen and water and has generated acidity.

An assessment of the State Department of Environment Regulation’s (DER) Acid Sulfate Soils mapping indicates that there is ‘moderate to low risk of Acid Sulfate Soils occurring within three metres of the natural soil surface’ (Figure 25) in the project area.

41 MDP Boundary

Water monitoring locations Ground water monitoring points Surface water monitoring points

Drainage Piped & other drainage Open drainage Drainage baisins Buildings

Figure 26 Groundwater and surface water monitoring sites Source: Perth Airport Pty Ltd

42 7.4 Hydrology on the estate. This consideration is supported by zinc concentrations at a regional scale, reported by the Water 7.4.1 Existing Environment 7.4.1.1 Groundwater Corporation in A Baseline Study of Contaminants in the The estate is located on the Swan Coastal Plain, is relatively Swan and Canning Catchment Drainage System (2009). flat, and near the base of the Darling Scarp, extending to The Swan River Trust document Healthy Rivers Action within 500 metres of the Swan River. Groundwater beneath Plan 2008-2013 outlined several sources of nutrient loads the estate sits at a shallow depth (surface to four metres reaching rivers, including: pollutants from urban drainage, below ground level) as an unconfined water table within littering by the public in foreshore areas, nutrient run-off the highly permeable sands of the Bassendean Dunes and from excess fertilisers in agricultural land and urban gardens, as a semi-confined aquifer in the Guildford Formation. erosion and sedimentation. The document highlighted Groundwater flows generally in a north-westerly direction items such as nutrient stripping vegetation areas that may across the airport estate. be implemented to combat nutrients. It is important to

Detailed groundwater quality monitoring has been note that water flowing onto the estate is generally higher undertaken on the airport estate since 2000, and this in nutrients than water flowing off the estate towards the information will be used to assess impacts on surrounding Swan River. The airport estate plays a role in controlling and groundwater quality that could potentially result from the remediating water quality before it intersects the river. project. Closest bores to the project area are MW0150 and Dewatering is unlikely to be required as part of the MW0172 (all monitoring locations on the estate are shown works associated with the project. Should dewatering on Figure 26). Recent monitoring results from these bores be required, dewatering impacts will be managed via a (with the exception of MW0150 that does not have results detailed management plan, which will be developed prior to from 2015) are presented in Table 10. Acceptance criteria are commencement of works. defined as limited for fresh water as defined by Schedule 2 of the AEPR.

Acceptance MW0172 Analyte Units Criteria June 2015 As mg/L 0.050 0.002 Cd mg/L 0.0002 <0.0001 Cu mg/L 0.002 0.001 Cr mg/L 0.010 <0.001 Pb mg/L 0.001 <0.001 Hg mg/L 0.0001 <0.0001 Ni mg/L 0.015 0.002

Zn mg/L 0.005 0.007 TN mg/L 0.1 1.9 TP mg/L 0.01 0.23 TPH C6-9 mg/L 0.15 <0.02 TPH C10-14 mg/L 0.6 <0.02 TPH C15-28 mg/L 0.6 <0.04 TPH C29-36 mg/L 0.6 <0.04

Table 10 Recent Monitoring Results (MW0172)

Zinc, Total Nitrogen and Total Phosphorus exceeded the AEPR acceptance criteria during the latest round of monitoring.

Perth Airport considers elevated zinc to be representative of background conditions in the region. Perth Airport is currently investigating nutrient levels in groundwater

43 MDP Boundary Vegetation Association Class Guildford complex Southern River complex Bassendean complex - central and south

Figure 27 Vegetation Associations

44 7.4.2 Surface Hydrology 7.4.3 Vegetation and Flora The key hydrological features within the estate, are: 7.4.3.1 Existing Environment • Munday Swamp in the north east corner of the estate; and Numerous comprehensive flora and vegetation surveys have • the drainage network within the estate (Northern Main been undertaken across the airport estate dating back to 1994. Drain (NMD) and Southern Main Drain (SMD)). The most recent botanical surveys undertaken included: Surface water flows through the estate via two main drains; • Bamford (2012) Perth Airport Black-Cockatoo Habitat the NMD and the SMD. These drains generally flow east to west Study. Unpublished report prepared for Perth Airport Pty. and have been constructed as extensions and modifications to Ltd, Perth, WA, naturally-occurring watercourses. The NMD receives surface flow • Bamford (2013) Perth Airport Black-Cockatoo Habitat from Poison Gully (located to the east of the estate) and Munday Survey. Unpublished report prepared for Perth Airport Pty. Swamp. Both drains discharge into the Swan River. Ltd, Perth, WA, • Ecologia Environment (2013) Perth Airport Flora and Munday Swamp is a freshwater wetland in the north east Vegetation Survey. Unpublished report prepared for Perth corner of the estate. It is fed by both groundwater and Airport Pty Ltd, surface water and is listed on the Commonwealth Directory • Bamford (2014) Fauna Surveys of the Perth Airport of Important Wetlands in Australia. Bushland 2008 and 2014. Unpublished report prepared for There are no Ramsar wetlands located within the project area. Perth Airport Pty. Ltd, Perth, WA, 7.4.2.1 Mitigation and Management • Mattiske Consulting (2014) Review of Macarthuria The Perth Airport Master Drainage Strategy, incorporating keigheryi on Perth Airport Areas. Unpublished report the ‘Living Stream’ project (refer to Section 2.3), provides prepared for Perth Airport Pty. Ltd, Perth, WA, for the management of hydrological values on the estate • Biologic (2015). Perth Airport Targeted Fauna and Flora in anticipation of the ultimate development articulated Survey. Unpublished report prepared for Perth Airport Pty. by the Master Plan 2014. The Master Drainage Strategy Ltd, Perth, WA, and is an integrated ground and surface water management • Mattiske Consulting (2015) Targeted Level 2 Flora and approach providing opportunities for infiltration of surface Vegetation Survey of Perth Airport Remnant Vegetation water to groundwater, flood management and water quality Areas – Assessment of Threatened and Priority Ecological improvements. Communities. Unpublished report prepared for Perth Airport Pty. Ltd, Perth, WA. The drainage network conveying stormwater from the project area will flow into the SMD. The catalogue of vegetation surveys undertaken on the estate provides a high level of confidence in the vegetation Treatment of the stormwater will be provided by the SMD information and this information has guided Perth Airport’s and Living Stream water quality management features, environmental management efforts. which will improve the capacity for stormwater retention, general amenity in the area and the environmental 7.4.4 Regional Context performance of the main storm water system that passes The estate is located within the Swan Coastal Plain Interim through the estate before it is discharged into the Swan River. Biogeographic Regionalisation of Australia (IBRA) Region and Swan Coastal Plain 2 Subregion. This subregion is a low lying Water and sediment management methodologies during coastal plain covered with woodlands dominated by Banksia construction will also be defined by the CEMP. Sediment and Tuart on sandy soils, Casuarina obesa on outwash plains controls will be provided along the SMD and other minor and paperbark in swampy areas. drainage lines that are active during construction, to ensure that construction activities do not result in an increase in 7.4.5 Vegetation Complex suspended solids in the drainage network. Vegetation complexes present within the airport estate as mapped by Heddle (E. M. Heddle, 1980) include: In the event that dewatering is required, dewater effluent • Southern River Complex, will be infiltrated on site through an infiltration basin, after • Bassendean Complex – central and south, and the water is first contained within a settlement pond. • Guildford Complex. Groundwater and dewater effluent will be sampled regularly. The project area lies within the Bassendean Complex – central and south as shown in Figure 27.

45 IF CL

H1 H1 J1 (d) CD I1 (d) J1 (d)

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Airport Boundary Vegetation Type - Community Code CD

I1 (d) 1:5,000 0 120 J1

J1 (d) Metres

Figure 28Note: Vegetation Drawing Types is not an official document WORKING PLAN ONLY Airport West - DFO Date: 25/05/2016 Whilst all efforts to make this information accurate and complete, no guarantee can be given to this extent. No decisions should be made from the information contained on this plan without further reference. Vegetation Types (2012) Do not rely on this information beyond the date of creation as regular changes to the data occur. N:\ENVIRONMENT\GIS\AirportWest\DFO_VEG_T_0116.mxd A4 46 Refer any requests to the Perth Airport - Design Office for the most accurate and up to date data. A total of eight vegetation community types have been 7.4.6 Vegetation Condition mapped on the airport estate. Vegetation condition within the airport estate was assessed in 2007 (Mattiske Consulting, 2008) and 2012 (Ecologia Approximately one third of the vegetation within the Environment, 2013) in accordance with the Keighery Scale project area has been cleared or developed. The remaining (1994), Table 12. vegetation is comprised of vegetation types detailed in Table 11 and shown in Figure 28. Condition Explanation Description Project Area Vegetation Vegetation Type Footprint Pristine Pristine or nearly so, no obvious signs of Code (hectares) disturbance H1 Low Forest to Low Woodland 2.49 Excellent Vegetation structure intact, disturbance of Banksia attenuata, Banksia affecting individual species and weeds are non- menziesii, Eucalyptus todtiana aggressive species and occasional Adenanthos Very Good Vegetation structure altered, obvious signs cygnorum over Hibbertia of disturbance. Disturbance to vegetation hypericoides, Alexgeorgea nitens structure covers repeated fire, aggressive and Mesomelaena pseudostygia. weeds, dieback, logging and grazing I1 Low Forest to Low Woodland of 1.46 Good Vegetation structure significantly altered by Eucalyptus marginata, Banksia very obvious signs of multiple disturbances. attenuata and Banksia menziesii Retains basic vegetation structure or ability with occasional Allocasuarina to regenerate it. Disturbance to vegetation fraseriana over Acacia pulchella, structure covers frequent fires, aggressive Patersonia occidentalis and weeds at high density, partial clearing, dieback Dasypogon bromeliifolius. and grazing J1 Woodland of Corymbia 0.44 Degraded Basic vegetation structure severely impacted calophylla, Melaleuca preissiana, by disturbance. Scope for regeneration but Banksia spp. and occasional not to a state approaching good condition Adenanthos cygnorum without intensive management. Disturbance over Xanthorrhoea preissii, to vegetation structure includes frequent fires, Hypocalymma angustifolium presence of very aggressive weeds, partial and Jacksonia sternbergiana clearing, dieback and grazing over low herbs and shrubs. Completely The structure of the vegetation is no longer SUB TOTAL Vegetation to be cleared 4.39 Degraded intact and the area is completely or almost CD Completely Degraded 1.19 completely without native species. These areas often described as ‘parkland cleared’ with the IF Infrastructure 0.14 flora comprising weed or crop species with isolated native trees or shrubs CL Cleared 3.17 Table 12 Vegetation Condition Rating Scale (Keighery 1994) TOTAL Including cleared and 8.89 completely degraded

Table 11 Vegetation Types with the Project Area

47 IF CL

H1 H1 J1 (d) CD I1 (d) J1 (d)

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H1 Legend MDP Boundary Airport Boundary Vegitation0506 Condition Excellent Very Good Good Degraded Completely Degraded

1:5,000 0 120

Metres

Figure 29Note: Vegetation Drawing Condition is not an official document WORKING PLAN ONLY Airport West - DFO Date: 25/05/2016 Whilst all efforts to make this information accurate and complete, no guarantee can be given to this extent. No decisions should be made from the information contained on this plan without further reference. Vegetation Condition (2012) Do not rely on this information beyond the date of creation as regular changes to the data occur. N:\ENVIRONMENT\GIS\AirportWest\DFO_VEG_C_0116.mxd A4 48 Refer any requests to the Perth Airport - Design Office for the most accurate and up to date data. Approximately one third of the vegetation within the Perth Airport operates a policy where species that can be readily project footprint has been cleared or developed. The translocated are moved prior to clearing. If any Xanthorrhoea remaining vegetation within the project footprint ranges preissii and Macrozamia sp. are present in the project area they from ‘excellent’ to ‘completely degraded’ and outlined in will be removed and translocated to another part of the estate. Table 13 and Figure 29. 7.5 Fauna Project Area Vegetation Condition 7.5.1 Existing Environment Footprint (ha) Numerous vertebrate and invertebrate fauna surveys have Excellent 2.3 been undertaken on the estate over the past 20 years, with Very Good 0.15 the most recent ones including: Good 1.65 • Bamford Consulting Ecologists (2010). Graceful Sun Moth Degraded 0.29 (Synemon gratiosa) Survey, Unpublished report prepared Completely Degraded (including developed 4.50 for Westralia Airports Corporation, Perth, WA, and cleared areas) • Bamford Consulting Ecologists (2012). Perth Airport Black

Table 13 Vegetation Condition with the Project Area Cockatoo Habitat Survey, Unpublished report prepared for Perth Airport Pty. Ltd, Perth, WA, 7.4.7 EPBC Act Listed Species • Australasian Ecological Services (2012). Graceful Sun Moth A survey undertaken of the estate, by Mattiske in 2008 Survey, Unpublished report prepared for Perth Airport Pty. indicated the presence of over 650 vascular plant taxa Ltd, Perth, WA from 285 plant genera and 91 families. Two flora species, • Bamford (2013) Perth Airport Black-Cockatoo Habitat Conospermum undulatum and Macathuria keigheryi are Survey. Unpublished report prepared for Perth Airport Pty. listed under the EPBC Act as vulnerable and endangered Ltd, Perth, WA, and respectively. Ecologia (2013) verified mapping undertaken in • Bamford (2014) Fauna Surveys of the Perth Airport 2008. Populations of both species occur within the estate but Bushland 2008 and 2014. Unpublished report prepared for outside the project area and the vicinity of the project area. Perth Airport Pty. Ltd, Perth, WA. No impact on these species will occur as a result of this project. The Commonwealth listed species that have been identified 7.4.8 Threatened Ecological Communities as being present on the estate are listed in Table 14. This Threatened Ecological Communities (TEC) listed by the section will only discuss fauna of significance that have been Commonwealth and the State are mapped by the State identified on the airport estate or are considered likely to be Government as being present on the estate. Verification of particular interest to regulatory authorities. studies were conducted in 2014 and 2015 to understand whether this mapping was accurate. Using approved flora Name Status Type of Presence and vegetation survey methodologies, Mattiske (2015) Calyptorhynchus banksii Vulnerable Species or species concluded that there were no federal or state listed TECs naso (Forest Red-tailed habitat may occur Black-Cockatoo, Karrak) within area present within the project area. Calyptorhynchus baudinii Vulnerable Roosting known to 7.4.9 Phytophthora Connamomi (Dieback) (Baudin’s Black-Cockatoo, occur within area Long-billed Black-Cockatoo) Phytophthora dieback disease is caused by the pathogen Calyptorhynchus latirostris Endangered Breeding likely to Phytophthora cinnamomi and presents a major threat to (Carnaby’s Black-Cockatoo, occur within area biodiversity in south-western Western Australia. Dieback has Shortbilled Black-Cockatoo) previously been found to occur on some areas of the airport Apus pacificus (Fork-tailed Migratory Species or species estate and is actively treated. No dieback has been found in Swift) habitat likely to occur within area the project area, or the vicinity of the project area. Merops ornatus (Rainbow Migratory Species or species 7.4.10 Weeds of National Significance Bee-eater) habitat may occur within area No species listed as Weeds of National Significance (WONS) Ardea ibis (Cattle Egret) Migratory Species or species have been identified on the estate. habitat likely to occur within area 7.4.11 Mitigation and Management Table 14 Environment Protection and Biodiversity Conservation Act No significant impacts to protected flora or vegetation are listed species previously recorded on the Perth Airport estate expected as a result of the proposed project.

49 IF CL

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1:5,000 0 120

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Figure 30Note: High ValueDrawing Black is not Cockatoo an official Habitat document WORKING PLAN ONLY Airport West - DFO Date: 25/05/2016 Whilst all efforts to make this information accurate and complete, no guarantee can be given to this extent. No decisions should be made from the information contained on this plan without further reference. High Value Black Cockatoo Do not rely on this information beyond the date of creation as regular changes to the data occur. N:\ENVIRONMENT\GIS\AirportWest\DFO_BCH_0116.mxd A4 50 Refer any requests to the Perth Airport - Design Office for the most accurate and up to date data. An invasive species of ant known as the browsing ant breast height were recorded as having potential for breeding (Lepisiota frauenfeldi) was found on the airport estate should hollows and other conditions emerge at a later date. in 2013, within proximity of the project area. The State Within the project area, 25 potential breeding trees occur. Department of Agriculture and Food began treatment of Perth Airport does not consider this number to be significant the ant species, with final surveillance activities involving to the species, as there have been no signs of breeding on detector dogs and visual inspection by surveillance teams the airport estate, and there are no hollows or other aspects concluding on 15 May 2016. In August 2016, Perth Airport required for breeding, apart from thickness of tree. was advised that due to the absence of the browsing ants since July 2014, movement restriction of risk material has Perth Airport considers that the impacts from this project been lifted. Therefore, specific disposal methods for all will not be significant for Black Cockatoo species in wastes are not required for this development. accordance with the EPBC Act Referral Guidelines for Three Threatened Black Cockatoo Species (DSEWPaC, 2012). Listed species that are relevant to the project area are discussed in the following sections. 7.5.3 Rainbow Bee-eater The Rainbow Bee-eater is found throughout mainland 7.5.2 Black Cockatoo Australia, as well as eastern Indonesia, New Guinea and, The airport estate lies in a region where : rarely on the Solomon Islands. In Australia, their distribution • Carnaby’s Black-Cockatoo (Calyptorhynchus latirostris) are is widespread with the exception of desert areas or overly common, cool areas such as Tasmania. • the Forest Red-tailed Black-Cockatoo (Calyptorhynchus banksii naso) often overflies and therefore only occurs rarely, and In more southern locations such as the south-west of • Baudin’s Black-Cockatoo (Calyptorhynchus baudinii) occurs Western Australia (Perth Airport), these birds can be found probably only as a vagrant. in summer month, but will migrate north to New Guinea or Indonesia as the weather cools down. Carnaby’s Black Cockatoos are classified as ‘Endangered’ whilst Baudin’s and Forest Red-tailed Black Cockatoos are The Rainbow Bee-eater has been recorded as a regular listed as ‘Vulnerable’ under the EPBC Act. visitor to the estate, nesting at one known location for the past three years, arriving in September or October. The Extensive and regular investigations into Black Cockatoo habitat known nest location is not within the proposed project area. are conducted on the airport estate. The quality of potential habitat is classified as low, medium or high, with medium and 7.5.4 Mitigation and Management high value habitat considered during impact assessments. In accordance with Perth Airport policy, prior to clearing vegetation, fauna will be trapped and relocated, either on or Medium value Black-Cockatoo habitat on the airport estate off the estate. Species such as Southern Brown Bandicoots is defined as: Contains some Black-Cockatoo habitat plants are easily trapped and respond well to translocation. which are clumped together but cover less than half the area. Based on mapping of remnant vegetation, the State Department High value Black-Cockatoo habitat on the airport estate is of Conservation (DEC) has calculated that, in 2009, approximately defined as: Contains large numbers of plants (majority of 63,250 hectares of potential Black Cockatoo habitat remained individuals) likely to provide Black-Cockatoos with foraging and/ within the Swan Coastal Plain portion of the Perth Metropolitan or nesting opportunities, in particular Banksia spp. and Marri. Region Scheme area. Perth Airport considers the proposed Only high and low value Black Cockatoo habitat occur clearing of approximately 3.8 hectares of potential habitat and within the project area. The high value Black Cockatoo 25 potential breeding trees as not significant to the species. habitat within the project footprint is shown in Figure 29. Perth Airport requires all projects to undertake environmental The amount of potential habitat that will be impacted is management practices that reduce the potential for impact relatively minor (3.8 hectares), with approximately one third to Rainbow Bee-eaters. These practices include undertaking of the project area already cleared, developed or degraded. pre-clearing fauna site assessments and fauna clearances, As part of the Bamford (2013) surveys, all trees on the covering of earthen stockpiles and survey of stockpiles by estate were surveyed for potential as breeding trees. No Perth Airport environment staff prior to removal for the hollows, nests, or signs of breeding were found on the presence of Rainbow Bee-eater nests. These requirements estate. Trees that were over 50 centimetres in diameter at will be applied to the project and documented in the CEMP.

51 7.6 Heritage 7.6.2 Mitigation and Management 7.6.2.1 Natural Heritage 7.6.1 Existing Environment 7.6.1.1 European Heritage Both Indicative Places (Forrestfield Bushland and Munday A search of the Australian Heritage Database has revealed Swamp) are outside of the project area and the vicinity no built form places of heritage significance exist within or of the project and will not be impacted, therefore no near the project area. management measures are required.

7.6.1.2 Natural Heritage 7.6.2.2 Aboriginal Heritage A search of the Australian Heritage database identified that No Section 18 approvals are required for works to be the following Commonwealth Heritage listed places occur on undertaken within the project area. Perth Airport will use the airport estate: Aboriginal monitors during earthworks to ensure management • Forrestfield Bushland, Horrie Miller Drive, Newburn via Perth of any heritage values that may be encountered. Airport, and 7.7 Other Matters • Munday Swamp, Kalamunda Road, Perth Airport. 7.7.1 Contaminated Sites Forrestfield Bushland is located on the south-eastern side 7.7.1.1 Existing Environment of Horrie Miller Drive and Munday Swamp site is situated in One known contaminated site exists to the south east of the the north-eastern section of the estate, both considerable project area. The site is a disused landfill, and investigations distances from the project area. were undertaken at the site in 1994. Perth Airport does not consider this site to be a risk in terms of migration of Both of these sites are classified as ‘Indicative places’ on the contamination or disturbance during works associated with Commonwealth Heritage list, meaning that data in relation the project. Any risks will be addressed through CEMP prior to both of these potential sites has been provided to or to works commencing in the area. obtained by the Heritage Division and has been entered into the database. However, a formal nomination has not been 7.7.1.2 Mitigation and Management made and the Australian Heritage Council has not received Prior to any excavation or dewatering being undertaken, the data for assessment. The data in an indicative place does on an area which has been identified as contaminated, not necessarily represent the views of the Australian Heritage a thorough contaminated sites investigation will be Council or the Commonwealth Minister of Environment. commissioned in accordance with relevant government agency guidelines. Any subsequent excavation and/or 7.6.1.3 Aboriginal Heritage dewatering activities to be undertaken on the site will be Perth Airport recognises the special association that subject to appropriate management measures contained Aboriginal people have with the land. There are a number of within a Contaminated Sites Management Plan. sites located on the airport estate which are known to have particular significance. 7.7.2 Air quality Construction activities for the project have the potential Two Aboriginal sites defined under the Aboriginal Heritage to impact upon air quality through dust generation and Act 1972 (AHA) are present within the project area. These emissions. The CEMP will outline methods to manage dust sites are detailed in Table 15. Both these sites are classified generation and emissions during construction. as Stored Data, meaning they do not require Section 18 approval under the AHA for works to occur. Perth Airport 7.7.3 Noise standard practice includes the use of Aboriginal monitors Construction of the project has the potential to affect the during earthworks at Stored Data sites. This management amenity of airport employees and surrounding residents. measure will be outlined in the CEMP for these works. The noise and vibration impacts associated with

Site ID Site Name Status Site Type construction are likely to be temporary and intermittent in nature. Construction noise will comply with the EPRs in order 3752 Tea-Tree Stored Data Man-made Fringecamp structure (camp) to minimise the impact to the amenity of the community.

3801 Belvidere Stored Data Camp Construction activities shall be required to comply with the Street A+B Perth Airport noise monitoring and complaints procedures. Table 15 Registered Aboriginal heritage sites within the project area

52 7.7.4 Waste 7.10 Risk Management All wastes from construction activities will be disposed A project specific construction environmental risk of in approved regional landfills as per normal practice. assessment is required and will be developed by the Contractors will not be permitted to dump wastes within contractor to identify environmental risks applicable to property controlled by Perth Airport. the project. The contractor’s project specific construction Given the proximity of the project area to the browsing ant environmental risk assessment will be approved by Perth infestation area, waste control procedures will be in place in Airport prior to project mobilisation. The project specific relation to the removal of soil from the project area. construction environmental risk assessment will inform the development of the CEMP. 7.7.5 Perflourinated chemicals Perflourinated chemicals (PFCs), which include 7.11 Conclusion perfourooctane sulphonate (PFOS) and perflourooctanoic The proposed project involves the clearing of 4.39 hectares acid (PFOA) are known to have been previously used within of vegetation in the west of the estate. federal airports. Management of PFC at Perth Airport is An environmental impact assessment has been undertaken guided by the Department of Infrastructure and Regional considering the following environmental values: Development’s PFC Management Actions Advice – GEM-002. • climate conditions, In accordance with this guideline Perth Airport will: • geology and soil conditions (including Acid Sulfate Soils), • conduct a risk assessment to determine whether previous • hydrology (including groundwater, surface water and activities indicate a Preliminary Site Assessment is dewatering), warranted for PFCs in this area, • contaminated sites, • where required, ensure a Preliminary Site Assessment is • vegetation and flora (including TECs and listed species), completed and the site is characterised for PFCs, and • fauna (including Black Cockatoo and Rainbow Bee-eater), and • in the event that PFCs are detected at levels above the • heritage. guidelines a detailed site investigation will be conducted. Where required, a site specific risk assessment and Environmental impacts resulting from the proposed project management actions will be developed for use within this comprise the clearing of 3.8 hectares of high and low value project. Black Cockatoo habitat, as well as clearing of 25 potential breeding trees (absence of hollows, no evidence of nesting, 7.8 Monitoring Program potential based on tree thickness only). Perth Airport It is Perth Airport’s responsibility to include a monitoring considers this impact not significant to the species. component as part of the environmental management plan, in line with the general guidance set out in the AEPRs. A CEMP will be implemented to mitigate and manage any potential environmental impacts. If required, an This monitoring will be sufficient to allow for an assessment Environment Management Plan will be implemented when of the potential environmental impacts of the project. the project reaches operation. 7.9 Reporting Activities, including monitoring, complaints and changes to environmental condition will be reported via the Perth Airport Annual Environmental Report.

7.9.1 Incident reporting Environmental incidents include events that directly or indirectly cause environmental impacts or harm, as well as events involving non-compliance with project procedures and ‘near-miss’ events which may or may not have resulted in an environmental impact.

The CEMP will use the current Perth Airport incident reporting procedure and system.

53 8. Relationship to Aviation Activity

8.1 Aircraft Noise Exposure Levels Forecast Noise Exposure Level (ANEF) The Act requires that an MDP identifies whether the Building Type Conditionally Acceptable Unacceptable proposed development will affect noise exposure levels and Acceptable the airport’s plan for managing aircraft noise within the House, home, Less than 20 to 25 ANEF Greater than area. The proposed DFO development will have no impact unit, flat, 20 ANEF 25 ANEF caravan park on the aircraft noise exposure levels that exist. Hotel, motel, Less than 25 to 30 ANEF Greater than Australian Standard 2021:2015 (AS2021:2015) provides hostel 25 ANEF 30 ANEF guidelines for: School, Less than 20 to 25 ANEF Greater than • determining the acceptability of aircraft noise intrusion in university 20 ANEF 25 ANEF buildings within Australian Noise Exposure Forecast (ANEF) Hospital, Less than 20 to 25 ANEF Greater than contours of a given aerodrome, nursing home 20 ANEF 25 ANEF • the level of noise reduction measures to be taken, and Public building Less than 20 to 25 ANEF Greater than • the types of attenuation measures that should be put in 20 ANEF 30 ANEF place based on the classification of the building. Commercial Less than 25 to 30 ANEF Greater than As shown in Figure 31 the majority of the development sits building 25 ANEF 35 ANEF outside the 20 ANEF contour. When determining aircraft Light Less than 30 to 40 ANEF Greater than noise attenuation requirements, the building is classified industrial 30 ANEF 40 ANEF Other as a commercial building, given the nature of its use and Acceptable in all ANEF zones operation. Therefore, with reference to AS2021:2015, the industrial facility is deemed to be an acceptable landuse for the level Table 16 Building site acceptability table based on ANEF zones of aircraft noise intrusion and no special measures are required, beyond the requirements of the BCA.

MDP Boundary 20 – 25 ANEF 25 – 30 ANEF 30 – 35 ANEF 35 – 40 ANEF 40 – 45 ANEF

Figure 31 Perth Airport ANEF Contours

54 As a small proportion of the south eastern corner of the Prescribed Airspace comprises the airspace above the lower site boundary is located within the 20 – 25 ANEF contour of two sets of defined invisible surfaces above the ground where it is anticipated that car parking will be located, the known as the Obstacle Limitation Surfaces (OLS) and AS2021:2015 does not apply to this area. Procedures for Air Navigation Services – Aircraft Operations 8.2 Effect of Flight Paths (PANS-OPS) surfaces. The Act requires an MDP to outline if a development could Perth Airport guidelines on building design and height affect flight paths at the airport. Given the nature of the restrictions have been considered when planning the development is commercial, the DFO development will not location and heights of the proposed development. affect any flight paths. As shown in Figure 32 the OLS is at 61 metres above 8.3 Airspace Requirements Australian Height Datum (AHD) over the site and the maximum height of the building or other structures on Protection of airspace required for Perth Airport’s current the site is estimated at 30 metres AHD which means that and future needs is essential to provide a safe, predictable neither the building nor the construction process will environment for the arrivals and departures of aircraft impact the OLS. using Perth Airport in all weather conditions.

The Airports (Protection of Airspace) Regulations 1996 prescribe airspace around the airports for protection from activities that could pose a hazard to air navigation.

MDP Boundary Obstacle limitation surface

Figure 32 Obstacle Limitation Surface (OLS)

55 As shown in Figure 33, the Procedures for PANS OPS is at While there may be some minor variation in the final approximately 86.5 metres AHD over the site compared finished floor levels for the development following the with an estimated maximum building height of 30 metres detailed design of functional drainage requirements and site AHD. Neither the building nor the construction process will works, these will not impact the OLS or PAN-OPS surfaces. impact the PANS OPS.

The proposed development will not interfere with current or future aeronautical activities. All structures will be managed and assessed in accordance with the Airports (Protection of Airspace) Regulations 1997 and Civil Aviation Regulations 94, which includes the requirements for any controlled activities that infringe upon prescribed airspace to be referred to Airservices and the Civil Aviation Safety Authority (CASA).

MDP Boundary PANS OPS

Figure 33 Procedures for Air Navigation Services - Aircraft Operations (PANS OPS)

56 8.3.1 Cranes during construction 8.4 Lighting in the Vicinity of the Aerodrome During the construction of the DFO development, plant or The proposed DFO development is located within Lighting cranes may need to be operated. The construction phases Control Zone C and Zone D as specified in CASA MOS Part will therefore require the assessment of plant or crane 139 and illustrated in Figure 34. The maximum intensity of operation to ensure they do not impact the prescribed external light sources on the site, measured at three degrees airspace. above the horizontal, will be limited to: Any activity that may constitute a ‘Controlled Activity’ will • Zone C – 150 candela, and be referred to Airservices for assessment in accordance with • Zone D – 450 candela. Perth Airport’s established airspace protection processes and the Airports (Protection of Airspace) Regulations 1996.

The DFO development will follow the ‘Process Application’ under the Airports (Protection of Airspace Regulations) 1996 Guidelines for Operations of Federal Airports as published by the then Department of Infrastructure and Regional Development.

MDP Boundary Zone A Zone B Zone C Zone D

Figure 34 Lighting control zones

57 8.5 Windshear 8.6 Aviation Tower Line of Sight The proposed DFO development is located within the A review of the Air Traffic Control (ATC) Tower height in risk envelope for potential building induced windshear relation to the DFO development has been undertaken. as specified in the National Airports Safeguarding There is no impact to the line of sight from the ATC Tower Framework (NASF) – Guideline B, as shown in Figure 35 . to the aircraft movement areas. However, Guideline B states that buildings that are more than 35 times their height from the relevant runway centreline (1:35 rule) will not pose a risk and do not require aerodynamic modelling.

Assessment indicates that the building could reach a height of approximately 24 metres above ground level without posing a risk of generating windshear for aircraft arriving on Runway 03 based on the 1:35 rule. The DFO building will not exceed this height and therefore will not pose a risk of building induced windshear and turbulence.

MDP Boundary Windshear risk envelope

Figure 35 Windshear and mechanical turbulance

58 8.7 Protection of Communication, Navigational 8.11 Conclusion and Surveillance Infrastructure The assessment into the impact on aviation activities There are a number of radio navigation aids and concluded that there were no risks that could not be communication installations that provide guidance to adequately mitigated, or were so high as to prevent the aircraft and which are operated by Airservices, including construction of the DFO development on the proposed site. Distance Measuring Equipment (DME), VHF omnidirectional The DFO development will not have any negative impacts range radio (VOR), Non-Directional Beacon (NDB) and on the aviation activities of Perth Airport. Instrument Landing Systems (ILS) (glide path and localiser). These systems rely on the transmission of radio waves that must be protected from any structure or obstacles that could cause signal refraction or interference.

The known navigational aid clearances were taken into consideration as part of the assessment in this MDP. Perth Airport will continue to engage with Airservices during the detail design phase of this development to ensure there is no negative impact on the navigational equipment used. 8.8 Bird and Animal Hazard Management Perth Airport is required to monitor and control the presence of birds on, or in the vicinity of the airport in accordance with CASA requirements. Perth Airport maintains a vigilant Bird and Animal Hazard Management System to remove and reduce potential high risk bird species. The landscaping for this development will have regard for the aviation safety and not introduce any bird attracting plant species. 8.9 Public Safety Zones Safety areas, located off the ends of the runways (on and off airport), have been used overseas for several years to minimise the risk of damage by an aircraft during landing or take-off. Currently, no legislation or guidelines exist at Commonwealth or State (WA) level governing permissible land use with respect to aircraft crash risk. Perth Airport considers issues related to crash risk during the approval process on any development.

The DFO development is not located in close proximity of the ends of any current or future runways at Perth Airport. 8.10 Local Security Risk The proposed development will be addressed and managed within the Perth Airport Transport Security Program under Perth Airport’s Local Security Risk Context Statement (LSRCS), where general threats are prescribed including theft or other criminal acts. The LSRCS is reviewed at the quarterly Airport Security Committee meetings. The development has been assessed and will be included within the Landside Security Risk Register.

59 9. Consultation

Perth Airport is committed to effective consultation with 9.1 Perth Airport consent and ABC approval all stakeholders. Prior to the preparation of this MDP, Perth Following approval of the MDP, in accordance with Division 5 Airport consulted with Airservices, State agencies and of the Act, Perth Airport will seek approval from the Airport adjoining local governments including the City of Belmont, Building Controller for the proposed activity via a permit with respect to land use and integration with future plans in application as outlined in Figure 36. The activity is to be the adjacent DA6 area. consistent with the approved MDP.

In accordance with the Act, the Preliminary Draft MDP was The contractor must lodge design documentation for publically advertised for a period of 60 business days from building activity to Perth Airport and the ABC following the 31 May 2016 to 26 August 2016. Comments received during process indicated in Figure 36. the public comment period have been used to develop the Draft MDP.

The following stakeholders were consulted during the public advertising period: • Civil Aviation Safety Authority, • Airservices Australia, • WA Department of Planning, • WA Department of Transport, • Main Roads WA, • WA Department of Environment and Regulations, • WA Department of Parks & Wildlife, • City of Swan, • City of Belmont, • Shire of Kalamunda, • Qantas Airways Group, • Perth Airports Municipalities Group (PAMG) Inc., • Perth Airport Planning Coordination Forum (PCF), and • the community, via advertisement in the West Australian newspaper, website and the Perth Airport Consultative Forum (PACF).

60 Airport Land Approval Process

Legend Contract Award Contractor to arrange ‘Pre-Application’ lodgement meeting with ABC and Perth Airport/ABC Perth Airport, confirming Statutory Requirements proposed approach and timing (Airport Act 1996) of submission of documentation for Perth Airport consent and ABC Approval Perth Airport/ABC common practice (Concurrent assessment of application)

*Perth Airport and ABC Contractor lodges ABC Building may at any time ‘stop the Permit and Perth Airport Consent clock’ to gather Application with the ABC information relevant to the application.

ABC forwards Consent Application Lodgement Application to Perth Airport for assessment

ABC assessment commences Perth Airport assessment commences*

ABC may request Perth Airport further information Application is taken to Has Perth Airport provided grants consent from contractor to have been refused written notification of its for building resolve any regulatory No Yes consent within 28 calendar activity to ABC issues to streamline days of receiving application? (subject to any the building approvals conditions) process

Permit is taken to have Has ABC provided written If approved, ABC been refused notification of its decision to issue Building No Yes within 28 business days from Permit (which the date Perth Airport consent includes ABC and received? Perth Airport Consent conditions)

Figure 36 Perth Airport Consent and ABC Approvals Process

61 10. Conclusion

The DFO development incorporates the construction of a large format retail building, and associated car parking and access arrangements to service the development. The development meets with the intent of the approved Perth Airport Master Plan 2014, as it brings into productive use land that is not required for long-term aviation services, to support economic development and employment creation in Western Australia.

The proposed DFO development is a positive contribution to the Airport West Precinct, and will integrate and complement the land uses in the remainder of the Airport West Precinct, as well as the existing and planned future developments in the adjacent DA6 area, within the City of Belmont.

This MDP has been prepared to meet the requirements as prescribed in the Act. Perth Airport submits that, through this MDP, it has fulfilled its statutory obligations.

62 Appendix A – Consistency with the Airports Act 1996

Section

(1) A major development plan, or a draft of such a plan, must set out: Section 2 (a) the airport-lessee company’s objectives for the development; and

(b) the airport-lessee company’s assessment of the extent to which the future needs of civil aviation users of the airport, Section 2 and other users of the airport, will be met by the development; and

(ca) whether or not the development is consistent with the airport lease for the airport; and Section 3

(d) if a final master plan for the airport is in force—whether or not the development is consistent with the final Section 3 master plan; and

(e) if the development could affect noise exposure levels at the airport—the effect that the development would be Section 8 likely to have on those levels; and

(ea) if the development could affect flight paths at the airport—the effect that the development would be likely to Section 8 have on those flight paths; and

(f) the airport-lessee company’s plans, developed following consultations with the airlines that use the airport, local Section 8 government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Department of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and

(g) an outline of the approvals that the airport-lessee company, or any other person, has sought, is seeking or proposes Section 9 to seek under Division 5 or Part 12 in respect of elements of the development; and

(ga) the likely effect of the proposed development that are set out in the major development plan, or the draft of the Section 6 major development plan, on Traffic flows at the airport and surrounding the airport; and

(ii) Employment levels at the airport; and Section 5

(iii) The local and regional economy and community, including an analysis of how the proposed developments fit Section 4 within the local planning scheme for commercial and retail development in the adjacent area; and

(h) the airport-lessee company’s assessment of the environmental impacts that might reasonably be expected to be Section 7 associated with the development; and

(j) the airport-lessee company’s plans for dealing with the environmental impacts mentioned in paragraph (h) Section 7 (including plans for ameliorating or preventing environmental impacts); and

(k) if the plan relates to a sensitive development – the exceptional circumstances that the airport-lessee company N/A claims will justify the development of the sensitive development at the airport; and

(4) In specifying a particular objective or proposal covered by paragraph (1)(a) or (c), a major development plan, or a Section 3 draft of such a plan, must address the extent (if any) of consistency with planning schemes in force under a law of the State or Territory in which the airport is located; and if the major development plan is not consistent with those planning schemes – the justification for the inconsistencies.

(6) In developing plans referred to in paragraph (l)(f), an airport-lessee company must have regard to Australian Section 8 Standard AS2021—1994 (‘Acoustics—Aircraft noise intrusion—Building siting and construction’) as in force or existing at that time.

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