Direct Factory Outlet - Preliminary Draft Major Development Plan - May 2016 - Perth Airport
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Direct Factory Outlet
Preliminary Draft Major Development Plan
May 2016
The release of this Preliminary Draft Major Development Plan constitutes the Direct Factory Outlet Major Development Plan on the Perth Airport estate. Queries regarding this Preliminary Draft Major Development Plan and all public submissions should be addressed to: Integrated Planning Team Perth Airport Pty Ltd PO Box 6 CLOVERDALE, WA 6985 Email: MDP@perthairport.com.au Phone: (08) 9478 8750 By close of business (WST) Friday 26 August 2016.
Contents
Executive Summary...................................................... 4 7. Environment and Heritage Assessment ............. 38
7.1 Legislative Context .................................................................... 38
1. Introduction .............................................................. 6
7.2 Climate ...........................................................................................39
2. Description of the Development............................ 8 7.3 Geology and Soils ........................................................................41
2.1 Project Justification ..................................................................... 8 7.4 Hydrology ......................................................................................43
2.2 Site and Land Description ......................................................... 8 7.5 Fauna ...............................................................................................49
2.3 P
roposed Development under this 7.6 Heritage .........................................................................................52
Major Development Plan .........................................................10
7.7 Other Matters ..............................................................................52
2.4 Project Scope ...............................................................................10
7.8 Monitoring Program ..................................................................53
2.5 Construction activities .............................................................12
7.9 Reporting .......................................................................................53
3. Planning Context.................................................... 16 7.10 Risk Management .....................................................................53
3.1 Perth Airport Lease ....................................................................16 7.11 Conclusion ...................................................................................53
3.2 Perth Airport Master Plan 2014 ............................................16
8. Relationship to Aviation Activity.........................54
3.3 Consistency with State and Local Planning Schemes......... 20
8.1 Aircraft Noise Exposure Levels .............................................. 54
4. Retail Sustainability Assessment........................ 26 8.2 Effect of Flight Paths ................................................................55
4.1 Trade Area .....................................................................................26 8.3 Airspace Requirements .............................................................55
4.2 Trade Area Population ..............................................................26 8.4 Lighting in the Vicinity of the Aerodrome .........................57
4.3 Gravity Modelling Impacts ......................................................26 8.5 Windshear .................................................................................... 58
4.4 Static Modelling Impacts ........................................................ 28 8.6 Aviation Tower Line of Sight .................................................. 58
4.5 Conclusion .................................................................................... 28 8.7 Protection of Communication, Navigational and
Surveillance Infrastructure ......................................................59
5. Socio-economic Assessment................................ 29
8.8 Bird and Animal Hazard Management ................................59
5.1 Employment benefit ................................................................ 29
8.9 Public Safety Zones ...................................................................59
5.2 Economic output to the economy ...................................... 29
8.10 Local Security Risk ...................................................................59
5.3 Expenditure Capture ................................................................ 29
8.11 Conclusion ...................................................................................59
5.4 Accessibility and Equity of Access for the Community ...... 29
5.5 Conclusion .................................................................................... 29 9. Consultation ............................................................60
9.1 Perth Airport consent and ABC approval .......................... 60
6. Traffic Assessment................................................. 30
6.1 Trip Generation and Distribution .......................................... 30 10. Conclusion ............................................................. 62
6.2 Traffic Capacity Analysis ..........................................................32 Appendix A................................................................... 63
6.3 Vehicle Site Access .................................................................... 34
6.4 Service Vehicle Access ............................................................. 34
6.5 Aviation Security Incident ...................................................... 34
6.6 Car Parking ...................................................................................35
6.7 Pedestrian and Cyclists ............................................................35
6.8 Public Transport ..........................................................................35
6.9 Construction ............................................................................... 36
6.10 Conclusion ...................................................................................37
Executive
Summary
This Major Development Plan (MDP) outlines the case for the
construction of a Direct Factory Outlet (DFO) development
on the Perth Airport estate. This MDP is presented in
accordance with the requirements for Major Development
Plans prescribed under the Airports Act 1996 (Act).
The DFO development includes:
• DFO building of approximately 24,000 square metres Net
Leasable Area (NLA),
• at grade car parking, and
• access for private and service vehicles to the development
from Dunreath Drive.
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 Perth Airport
Master Plan 2014 (as approved by the then Minister for
Infrastructure and Regional Development on 9 January
2015), as it brings into productive use land, that is not
required for long-term aviation services, to support
4
economic development and employment creation in With respect to environmental considerations, the
Western Australia. The development will integrate and Environmental Protection and Biodiversity Act 1999 (EPBC
complement the land uses in the remainder of the Airport Act) is the Commonwealth Government’s central piece of
West Precinct, as well as the existing and planned future environmental legislation. It provides a legal framework
developments in the adjacent Redcliffe area, within the to protect and manage national and internationally
City of Belmont. important flora, fauna, ecological communities and heritage
places, defined in the EPBC Act as matters of national
An assessment of the development with respect to its place
environmental significance. In accordance with the Act
in the State’s Activity Centre hierarchy, has determined that
potential environmental impacts on the airport estate
the development is appropriate for Perth Airport, which
are considered via the Act’s MDP process. Accordingly, an
is classified as a ‘Specialised Centre’, and given the unique
assessment of the nine matters of national environmental
nature of the land use and far reaching trade catchment
significance to which the EPBC Act applies has been
area, the development will have minimal impact on other
undertaken as part of this MDP, and it is not considered that
activity centres in the vicinity. The development is expected
the DFO development will have any significant impact on
to generate significant employment and impact positively
the estate.
on the Western Australian economy as a whole.
This MDP fulfils the requirements under the Act.
Works for the proposed DFO development are expected to
commence late 2016, and are expected to be completed
mid to late 2018, subject to commercial conditions and all
relevant approvals.
5
1. Introduction Perth Airport is strategically located 12 kilometres east of Perth’s Central Business District (CBD) and integrated with other transport infrastructure including the Kewdale rail freight facility, major highway networks and, via these roads, the Port of Fremantle. The Perth Airport estate consists of 2,105 hectares and although the primary use of the estate is for aviation purposes, there is land available for non-aviation developments. This Major Development Plan (MDP) has been prepared by Perth Airport for the purpose of seeking Commonwealth approval for the development of a Direct Factory Outlet (DFO) on the Perth Airport estate. 6
The DFO retail concept sees leading Australian and • an assessment of the extent to which the future needs of
International brands or surplus goods that are out of season, civil aviation users of the airport and other users of the
seconds or samples for sale at consistently below normal airport will be met by the development,
retail prices. The DFO development at Perth Airport will see • a detailed outline of the proposed development,
the construction of a commercial retail building that will • whether or not the proposed development is consistent
house multiple retail tenancies, including food and beverage with the airport’s lease from the Commonwealth,
tenancies, and the development of associated car parking • whether or not the proposed development is consistent
and access ways to service the site. with the final master plan,
• if the proposed development could affect flight paths and
Perth Airport’s vision is to ‘operate an outstanding
noise exposure levels at the airport and the extent of
airport business, providing great customer service’. In
relevant consultation with airlines and local government,
order to achieve this vision, Perth Airport has a number
• the effect the proposed development will have on traffic flows
of development objectives which underpin the overall
at the airport and surrounding the airport, employment levels
development plans of the airport estate. This project fulfils
at the airport and the local and regional economy and
one of the key development objectives, which is to ‘bring
community, including how the proposed development fits
into productive use land that is not required for long-term
within the local planning schemes for commercial and retail
aviation services, to support economic development and
developments in the adjacent area, and
employment creation in Western Australia’, and is therefore
• an assessment of environmental impacts and the plans for
aligned with the corporate objectives.
dealing with any such impacts.
Section 89(1) (e) of the Airports Act 1996 (Act) requires
The contents of an MDP, as prescribed under Section 91, are
that Perth Airport must seek approval, via an MDP for the
addressed in this MDP document as outlined in Appendix A.
construction of any new building on the estate that is not
wholly or principally intended to be used as a passenger Section 92 of the Act requires that prior to the MDP being
terminal and where the cost of construction exceeds published for public comment the proposed document must
$20 million. be drawn to the attention of:
• the Minister of the State in which the airport is situated,
The proposed DFO MDP therefore meets the requirement
with responsibility for town planning or use of land,
for an MDP to be approved by the Commonwealth Minister
• the authority of that State with responsibility for town
for Infrastructure and Transport prior to construction
planning or use of land, and
commencing. Accordingly, this MDP is presented for
• each local government body with responsibility for an area
approval under the Act.
surrounding the airport.
The required contents of an MDP are set out in Section 91 of
Section 92 also outlines the requirement for the MDP to be
the Act and include:
made available for public comment prior to submitting it to
• the objectives of the proposed development,
the Minister for consideration.
Exposure Draft Preliminary Draft Draft Final
Submitted to
Commonwealth,
Released to public Commonwealth Minister Approved by the
State and Local
for comment having regard for Commonwealth Minister
Government agencies
comments received
Figure 1 Major Development Plan Process
7
2. Description of the Development
2.1 Project Justification The site consists of approximately nine hectares of land
Perth Airport’s vision is to ‘operate an outstanding airport with over 50 per cent previously disturbed by clearing,
business providing great customer service.’ This vision guides drainage or development, and the vegetation remaining
the overarching corporate objectives for the management is classified as either ‘completely degraded’ or ‘degraded’.
of Perth Airport. The remaining land contains vegetation ranging in quality
from ‘good’ to ‘excellent’. The site does not currently contain
The corporate objectives are:
any built form or infrastructure, with the exception of some
• ensuring our facilities and services are safe and secure for all,
redundant services.
• helping our airline and other business partners develop their
businesses,
• meeting the needs of our customers,
• conducting our business in a commercially astute manner,
• providing our employees with satisfying employment,
• conducting operations in an ecologically sustainable manner,
• identifying and managing risk,
• facilitating travel, trade and industry in Western Australia, and
• ensuring we are a responsible and caring corporate citizen.
Developments at Perth Airport are guided by a set of
development objectives which evolve from the Company’s
vision and corporate objectives.
The DFO meets the development objective of Perth
Airport as it will ‘bring land not required for long-term
aviation services into productive use to support economic
development and employment creation in Western Australia’.
The proposed DFO development will contribute positively to
the local Western Australian economy and community as a
whole and provide other users of the estate (besides those
accessing air services) further diversity of product, services
and amenities within the Airport West Precinct.
2.2 Site and Land Description
The site of the proposed development is located to the west
of the existing Terminal 3 (T3) and Terminal 4 (T4) domestic
terminals, between Tonkin Highway and Dunreath Drive as
shown in Figure 2.
The land is within close proximity to the boundary of
the Perth Airport estate, near the locality of Redcliffe.
Redcliffe is primarily characterised by low level residential
development, however, over time this area will develop
as a mix of commercial and higher density residential
surrounding a future train station.
The site is accessed from Dunreath Drive, with the
majority of visitors to arrive from Tonkin Highway via the
Dunreath Interchange.
MDP Boundary
Figure 2 Location of the subject site
8
MDP Boundary
Figure 3 Location of the subject site on the Perth Airport estate
9
2.3 Proposed Development under this Major • the Living Stream, which will improve the capacity for
Development Plan stormwater retention, general amenity in the area and
This MDP is seeking approval for the construction of a DFO environmental performance of the main storm water
on the estate, and includes the following components: system that passes through the airport estate before it is
• DFO building of approximately 24,000 square metres Net discharged into the Swan River. The living stream will be
Leasable Area (NLA), achieved by the construction of vegetated high level
• at grade car parking, and overflow drains along the section of the Southern Main
• access for private and service vehicles from Dunreath Drive. Drain that runs parallel to Tonkin Highway. This is not part
of the DFO development itself, however will complement
Figure 4 identifies the MDP site boundary that is subject to this development.
this approval process.
Approval for these projects will be gained separately via a
This MDP also highlights works within the Airport West building permit from the Airport Building Controller (ABC)
Precinct that are outside the trigger requirements of an as required.
MDP to be submitted to the Minister for approval. This detail
is provided for information purposes only and reflects, as far 2.4 Project Scope
as is practicable at the time of publication, what is intended Figures 5 through to 9 illustrate the site layout, elevation
to be constructed. In particular this includes: and artistic impressions of the DFO development. Some
• future internal roads including the proposed High Street changes to the finish floor levels (FFL) as a result of the
from Dunreath Drive, road infrastructure (e.g. roundabouts) drainage and site works may occur during the detailed
and public realm facilities within the Airport West Precinct design, however the potential change in FFL has been
that are outside the project area, these developments considered when assessing building impacts, including the
support the wider precinct and will be delivered prior to or Obstacle Limitation Surface (as discussed in Section 8).
at a similar time to the DFO development, and The DFO development includes the following components:
TONKIN HIGHWAY
BOUD AVENUE
LIVING STREAM
BASIN
ET
RE
ST
FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE
GH
HI
DUNREATH DRIVE
MDP
Boundary
Figure 4 MDP Boundary
102.4.1 DFO • use of native and drought resistant species in landscaping, and
Construction of the DFO building of approximately 37,000 • the inclusion of Water Sensitive Urban Design (WSUD) principles.
square metres in total, which will house multiple retail
The building will be designed having regard to the
tenancies contributing to a total of approximately 24,000
mandatory performance requirements of the ‘deemed to
square metres NLA. The building will be an air conditioned,
satisfy’ provisions of ‘Volume 1 Section J – Energy Efficiency’
single level building. of the Building Code of Australia (BCA) and will satisfy the
The intent of the design is to allow the entrance point criteria established for an appropriate Class of building.
to the primary building to be a major focal point of the During the design process, the project will investigate means of
development, providing a line of sight from both Dunreath adopting energy efficiency techniques in the building design.
Drive, Central Avenue and beyond to the future train station.
2.4.6 Landscaping
The DFO is expected to contain approximately 110 tenancies, Landscaping will meet Perth Airport’s objective of maximising
comprised primarily of specialty outlets (predominantly the number of local native flora or other appropriate species
discount fashion) along with a food and beverage outlets while recognising aircraft safety by planting species that do
and small number of kiosks. The majority of the tenancies not attract birds. The proposed landscaping is to comprise
will be internal to the building in a ‘racetrack’ configuration, of new areas of drip-irrigated planting, including grass trees,
providing wide central circular pedestrian walkways for ease native ground covers, shrubs and succulents. The quality of
of pedestrian movement. Some of the food and beverage the landscaping will add to the visual amenity and ambience
tenancies are proposed to be outward facing from the of the DFO development and be complimentary to the
development, integrated with a slow speed pedestrian Airport West Precinct in addition to the Redcliffe surrounds.
friendly street and public realm environment.
2.4.7 Security
2.4.2 Car Park Physical and electronic security will be provided to the
Associated car parking will be constructed between the DFO proposed building.
building and future development sites adjacent to Dunreath
2.4.8 Water Supply
Drive, to the east and south of the DFO building. The The location of the proposed DFO development will allow for
proposed car park will provide approximately 1,500 at-grade direct connection to a water main on Dunreath Drive.
parking bays, which is equivalent to approximately six bays
per 100 square metres of NLA. It is anticipated that the building will also require the installation
of fire sprinkler systems in order to meet with Fire Safety
2.4.3 Access Arrangements requirements of the BCA, and this may require the installation
Sufficient access ways will be provided to the development of pumps and fire water tanks to service the development.
from Dunreath Drive, to provide direct access into the car
2.4.9 Power
park for patrons, as well as provide safe access for vehicles
The location of the proposed DFO development will allow
servicing the development. The objective in the design of
for direct connection to the existing underground power on
access arrangements is to minimise pedestrian, passenger
Dunreath Drive.
vehicle and service vehicle conflict.
2.4.10 Gas
2.4.4 Building Materials
The location of the proposed DFO development will allow
The building will be primarily a steel portal frame with plain
for direct connection to the existing high pressure gas main
and decorative precast concrete panels and feature structural
located on Dunreath Drive.
beams designed to break up the length of the facade. It is
anticipated that architectural focal points will be provided at the 2.4.11 Sewerage
three main entry points by way of raised glass entry portals. The proposed DFO development will connect to the precinct
pump station which directly connects to the gravity sewer
2.4.5 Environmentally Sustainable Design
installed on Dunreath Drive.
Perth Airport considers the use of water and energy
efficiency principles in the design of buildings on the estate. 2.4.12 Stormwater
Perth Airport is currently planning for the design and
Measures to reduce water in the proposed development that construction of a ‘Living Stream’ drain to the west of the
may be considered include: site adjacent to Tonkin Highway. Stormwater from the DFO
• water re-use, development will be collected into this network.
112.4.13 Telecommunications with the City of Belmont’s Health Department. This will be
New communications conduits will be installed in required as part of the ABC’s permit approval process.
preparation for the proposed DFO development into the
2.4.17 Occupational Health and Safety
selected service provider’s network.
Occupational health and safety requirements within and
2.4.14 Excavation adjacent to the proposed development site will be in
Prior to any excavation or surface penetrating activities accordance with all relevant Perth Airport, Commonwealth
occurring, an excavation permit issued by Perth Airport and State legislation and subsequent regulations and policy.
is required. The excavation permit process details the
2.4.18 Equity of Access
location, extent and method of proposed excavation or
Provisions for mobility impaired people accessing the building
surface penetrating activities and reviews these against
will comply with the applicable codes, including the Premises
the location of all existing subterranean services, including
Standards and Disability Access provisions of the BCA.
communications cabling and infrastructure, to ensure they
will not be disrupted by the proposed works. 2.5 Construction activities
Construction of the DFO is expected to commence in late
2.4.15 Waste Management
2016, subject to funding and approvals, and is expected to
It is the intention of Perth Airport that waste management
be completed by mid to late 2018. The extent of the food
on the site will be managed by a private contractor.
and beverage component of the development will depend
2.4.16 Health requirements for food and beverage tenancies on commercial conditions and may be partly staged.
The DFO development incorporates a number of food and
All works on the airport estate subject to this MDP will be
beverage tenancies. It is acknowledged that all food and
completed in accordance with the timeframes outlined in
beverage establishments are required to be registered
Section 94 of the Act.
Figure 5 View of Central Entrance
Figure 6 Food and Beverage Tenancies
12TONKIN HIGHWAY
LIVING STREAM
BASIN
BOUD AVENUE
ET
RE
ST
FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE FUTURE DEVELOPMENT SITE
GH
HI
DUNREATH DRIVE
MDP Boundary
13
Figure 7 Site Plan14
RL 28.80
RL 21.75
RL 28.80
RL
FFL21.75
13.80
0
FFL 13.80
0
SOUTHERN ELEVATION
SOUTHERN ELEVATION
RL 28.80
RL 21.75
RL 28.80
RL
FFL21.75
13.80
0
FFL 13.80
0
NORTHERN ELEVATION
NORTHERN ELEVATION
Figure 8 DFO Elevations (South and North)
Perth DFO J
1:250 @ A1
Elevations 03 SK 11
Sketch Design Proposal
14082 05 2016
Perth DFO J
1:250 @ A1
Elevations 03 SK 11
Sketch Design Proposal
14082 05 2016RL 28.80
RL 21.75
RL 28.80
RL 21.75
FFL 13.80
0
FFL 13.80
0
EASTERN ELEVATION - A
EASTERN ELEVATION - A
RL 28.80
RL 21.75
RL 28.80
RL 21.75
FFL 13.80
0
FFL 13.80
0
EASTERN ELEVATION - B
EASTERN ELEVATION - B
Figure 9 DFO Elevations (East and West)
15
Perth DFO
1:250 @ A1
Elevations 01 SK 0
Sketch Design Proposal
14082 05 201
Perth DFO
1:250 @ A1
Elevations 01 SK 03. Planning Context
In 1997, the operation and management of Perth Airport Section 91(1) (ca) of the Act requires that a major
was transferred from the Commonwealth of Australia to development is consistent with the airport lease. The proposal
Westralia Airports Corporation (WAC) under a 50-year lease for the DFO as outlined in this MDP is consistent with the
with a 49-year option for extension. In 2011, WAC changed Perth Airport lease, which permits the land comprising
its trading name to Perth Airport Pty Ltd. Although the day- Perth Airport to be used for lawful purposes that are not
to-day management of Australian capital city airports was inconsistent with its use as an airport. The lease also requires
privatised in the 1990s, the Commonwealth Government that any development is in accordance with an approved
continues to play an important regulatory and oversight role Master Plan. As discussed in Section 3.2, the proposed DFO is
through the Act and associated regulations. This statutory consistent with the Perth Airport Master Plan 2014 in terms
regime ensures that the public interest is protected. of the nominated land uses for the precinct.
Perth Airport is operated by Perth Airport Pty Ltd, a wholly- 3.2 Perth Airport Master Plan 2014
owned subsidiary of Perth Airport Development Group Pty Under Section 70 (1) of the Act, each airport is required to
Ltd (PADG). The shareholders of PADG, as at May 2016, are produce a final master plan. The final master plan is one that
shown in Table 1. has been submitted to the Minister as a draft master plan
Shareholders of Perth Airport and approved. Prior to submitting a draft master plan to the
Percentage
Development Group Pty Ltd Minister, the airport is required to take into account public
Utilities of Australia Pty Ltd ATF Utilities 38.26 per cent comments. Subsequent developments at the airport must
Trust of Australia (UTA be consistent with the final master plan. Section 70 of the
The Northern Trust Company (TNTC in its 30.01 per cent Act states that the purposes of a final master plan for an
capacity as custodian for
airport are to:
Future Fund Investment Company No.3 Pty
Ltd (FFIC3), a wholly owned subsidiary of • establish the strategic direction for efficient and economic
The Future Fund Board of Guardians (FFBG) development at the airport over the planning period of the
Utilities of Australia Pty Ltd ATF Perth 17.34 per cent plan,
Airport Property Fund (PAPF)
• provide for the development of additional uses of the
Gardior Pty Ltd as trustee for the 4.27 per cent airport site,
Infrastructure Fund
• indicate to the public the intended uses of the airport site,
AustralianSuper Pty Ltd 5.0 per cent
• reduce potential conflicts between uses of the airport site,
Citicorp Nominees Pty Ltd as custodian 3.17 per cent and to ensure that the uses of the airport site are
for Commonwealth Bank Officers
Superannuation compatible with the areas surrounding the airport,
Corporation Pty Ltd as trustee for • ensure that all operations at the airport are undertaken in
Commonwealth Bank Group Super
accordance with relevant environmental legislation and
Sunsuper Pty Ltd 1.95 per cent standards,
Table 1 Perth Airport Ownership • establish a framework for assessing compliance at the
airport with relevant environmental legislation and
3.1 Perth Airport Lease
standards, and
Perth Airport Pty Ltd is the lessee of the 155 lots of
• promote the continual improvement of environmental
land which make up the estate. The lease with the
management at the airport.
Commonwealth of Australia was executed on 1 July 1997.
The term of the lease is for a period of 50 years, with an The Master Plan 2014, including an Environment Strategy
option of a further 49 years exercisable by the lessee. and Ground Transport Plan, was approved by the then
Commonwealth Minister for Infrastructure and Regional
The lease outlines that the lessee has obligations to develop
Development, the Hon Warren Truss on 9 January 2015 and
the site and that the site must be operated as an airport
is available at perthairport.com.au.
site. In doing so the airport should have regard to:
• the actual and anticipated future growth in, and pattern of, Section 91(1A) (b) of the Act requires that an MDP is
traffic demand for the airport site, consistent with the final master plan for the airport.
• the quality standards reasonably expected of such an As outlined in the Master Plan 2014, Perth Airport has
airport in Australia, and undertaken significant investment in commercial and
• good business practice. industrial property development. Perth Airport currently
16hosts more than 120 individual tenants, with the potential • proximity and connectivity to the CBD and regional road
for further expansion. The Master Plan 2014 also outlines network,
that Perth Airport is recognised as a prime location for • location in relation to freight hubs, and
transport, logistics and resource-sector companies because • existing large vacant land parcels on the airport estate,
it gives efficient access to multiple transport modes, coupled
The Master Plan 2014 also outlines that the non-aviation
with high safety and security standards.
development plan for the Airport West Precinct “sees an
The close proximity of the airport estate to Perth CBD is extension of the office park development with larger lot
attractive to current and potential tenants, and has recently bulky good uses within the next five years. It is intended
resulted in significant growth in non-aviation related business. that this type of development would be focused around the
Dunreath Drive access to the airport from Tonkin Highway
Section 2 of the Master Plan 2014 outlines that the total
that forms part of the Gateway WA project.”
number of non-aviation related full-time employees
is estimated to be approximately 5,230 contributing The DFO development is in line with the intent of the
approximately $690 million to the Gross Regional Product Airport West Precinct non-aviation development plan as
(GRP) in 2014. Taking into consideration the proposed outlined in the Master Plan 2014, in that the development is
developments over the 20 years of the Master Plan 2014, an extension of the office park development that sees bulky
including the DFO development, it is forecast that by 2034, goods and large format retail uses that are focussed around
the total (direct and indirect) number of non-aviation the Dunreath Interchange.
related full-time employees will be approximately 20,020,
The Master Plan 2014 also outlines that the “State
contributing approximately $3.01 billion to the GRP.
Government’s planned introduction of a rail station and
associated public transport interchange and station
2034 facilities in Redcliffe (on State-controlled land), adjacent
to the Airport West Precinct, by 2020 may provide future
opportunity for potential development and activity that
2019
integrates with the new public transport access.”
2014
FULL-TIME
NON-AVIATION Although this development does not rely on public access
EMPLOYEES
from the rail station, the DFO is compatible and will
20,020 contribute positively to the State Government’s vision of a
FULL-TIME
NON-AVIATION
EMPLOYEES Transit Oriented Development. Perth Airport continues to
FULL-TIME
NON-AVIATION
EMPLOYEES
7,860 work with State and Local governments to ensure short to
5,23O medium term planning, such as for the DFO, aligns with a
longer term vision for this precinct.
$ 69Om
CONTRIBUTION
contribution to grp
$1.10b
CONTRIBUTION
$3.01b
CONTRIBUTION
TO GRP TO GRP TO GRP
Figure 10 Impact of Non-Aviation Employment
Section 5 of the Master Plan 2014 outlines Perth Airport’s
non-aviation development plan that supports the
development of land not required for aviation purposes and
outlines that the plan takes into consideration:
• compatibility with aviation activities,
• complementary development with surrounding land uses
in consultation with government authorities,
• demand for non-aviation facilities,
• demand from industries that see a benefit to their
operations in being located on the airport estate,
17AIRPORT
NORTH
AIRFIELD
AIRPORT
WEST
AIRPORT
CENTRAL
AIRPORT
SOUTH
MDP Boundary
Perth Airport Estate
Boundary
Zones
Airfield
Terminal
Airport Services
Commercial
Figure 11 Perth Airports Precincts and Zones
183.2.1 Perth Airport Land Use Plan is to provide a range of aviation support and associated
As outlined in Section 3 of the Master Plan 2014, the ground transport facilities as well as complimentary non-
Perth Airport Land Use Plan safeguards the long-term aviation commercial developments.
airfield, terminal and aviation support configuration while
Within the five precincts, there are four different zonings which
also ensuring an appropriate level of flexibility to respond
dictate the desired land uses for each of the defined areas,
to operational requirements, market developments and
similar to the way Local Town Planning Schemes manage
business expectations.
land use planning for Local Government areas. The four zones
The Land Use Plan ensures that: overlayed across the estate comprise of Airfield, Commercial,
• aviation requirements are prioritised in terms of land use, Airport Services, and Terminal and have an applicable ‘Land
• non-aviation developments are complementary to the Use Table’ to detail the desired land uses within the zone.
delivery of aviation services,
The proposed development will be located within the
• land use zoning is consistent with surrounding land uses, and
‘commercial zone’, and is consistent with Perth Airport’s
• where required and after consideration of alternative
definition of ‘bulky goods / large format retail’ in accordance
options, a combination of onsite and offsite environmental
with the zoning table from the Master Plan 2014 (reproduced
offsets (in accordance with Commonwealth and State
in Figure 12). It should be noted that although the development
regulations and policies) will be applied to enable
does not fit within the category of ‘shop’ with regards to retail
development of land, consistent with the Master Plan 2014.
floor-space calculations, possible economic impacts to other
Perth Airport is comprised of 2,105 hectares of land, activity centres in the vicinity have been considered in Section 4.
and under the Land Use Plan, is divided into five land use
The DFO development meets with the objectives of the
precincts, akin to suburbs. These include:
‘commercial zone’, in enabling an integrated mix of land uses
• Airport Central,
for the precinct which currently consists primarily of office,
• Airport West,
logistics and aviation related development. In addition, the
• Airport North,
development is sensitive to the balance of built form and
• Airport South, and
landscape, contributes positively towards employment
• Airfield.
generation, while providing a buffer between the more
The DFO development is located within the Airport West industrial natured land-uses of the airport estate and the
Precinct. The primary purpose of the Airport West Precinct adjoining residential locality in Redcliffe.
Objectives
• To enable an integrated mix of land uses for each Precinct, as per the primary purposes identified for each respective Precinct
• To enable appropriate land uses to provide a suitable integration and interface between the airport boundary and the surrounding areas,
• To create a sense of balance of built form and landscape,
• To provide employment generating development opportunities, and
• To integrate environmental outcomes in accordance with the EPBC Act Environmental Offset Policy (2012).
Discretional Uses
• animal establishment • fast food/take away • motor vehicle, boat or caravan • shop
• aviation support facilities • funeral parlour sales motor vehicle repair • shopping centre
• bulky goods/large format • hotel • motor vehicle wash • showroom
retail • hostel • navigational aids • storage facilities
• car park • industry - general^ • office • tavern
• child care premises • industry – light^ • place of worship • trade display
• community purpose • industry – service^ • reception centre • telecommunications
• conservation • logistics centre • recreation – private • transport depot^
• consulting rooms • lunch bar • rental cars • utilities and infrastructure
• convenience store • market • restaurant • veterinary centre
• driver training and education • medical centre • service station • warehouse^
• vocational training • motel • serviced apartments • workshop^
• exhibition centre
Note: ^not desirable uses will be minimised within the immediate pedestrian area surrounding the proposed rail station located in Redcliffe.
Figure 12 Commercial Zone Land Use Table
Source: Perth Airport Master Plan 2014
193.2.2 Airport West Precinct Planning 3.3 Consistency with State and Local Planning
Guided by the approved Master Plan 2014, planning has been Schemes
undertaken for the Airport West Precinct to establish a high Perth Airport is governed by Commonwealth legislation.
level concept plan for the future development. Future land While State planning laws do not apply to the Perth Airport
uses and timing will be dependent on commercial conditions lease area, the Act and subsidiary regulations require that
and capacity of the road network while Qantas remains in the the Master Plan 2014, where possible, describes proposals for
precinct. Figure 13 demonstrates a possible future subdivision land use planning and zoning in a format consistent with that
scenario and the road network, as a guide for Perth Airport in used by the State or Territory in which the airport is located.
the assessment of development opportunities as they arise.
Perth Airport is committed to working with the State
In the context of the DFO development, High Street (to Government and the adjoining Local governments around the
the north of the development site), the extension of Boud estate to minimise conflict and inappropriate development.
Avenue (to the south) and the living stream / drainage areas To achieve this outcome, Perth Airport works with the
as highlighted in Section 2.3 are outside this MDP approval. neighbouring Local and State authorities through the Perth
These components may be constructed prior to or at a Airport Planning Coordination Forum and the Perth Airports
similar time with the DFO development. Municipalities Group, in addition to regular liaison with
surrounding local governments on local issues and interfaces.
LEE CL
OSE
HIGH STREET
DU
TO
NR
NK
EA
IN
TH
HI
DR
GH
UE
IV
W
EN
E
AY
AV
UD
BO
MDP Boundary
erth Airport Estate
P
Boundary
CONCEPT
Figure 13 Airport West Concept Plan
203.3.1 State Planning Policy Overview necessary to accommodate various growth scenarios, and
State Government planning is controlled by the Western places emphasis on the consolidation of development
Australian Planning Commission (WAPC) which administers around existing key pieces of transport infrastructure and
the State Planning Framework and the Metropolitan Region strategically identified centres in order to provide increased
Scheme (MRS) and disseminates policies and strategies opportunities for local employment.
on a wide range of planning matters. The planning policies
In Directions 2031, Perth Airport is identified as a
and strategies set the strategic context in which the MRS
‘Specialised Centre’ (as shown in Figure 14) and recognised as
operates.
critical to supporting the growth in the Western Australian
3.3.1.1 Directions 2031 and Beyond resource sector, as well as providing Western Australia’s
Directions 2031 and Beyond is the State Government’s high- primary link to the rest of Australia and the world. Directions
level spatial framework and strategic plan that establishes 2031 provides for significant growth in the resident
a vision for future growth in the metropolitan Perth and population and workforce of the Perth Metropolitan Region,
Peel regions. It provides a framework for the detailed which will support the growth of the airport as a specialised
planning and delivery of housing, infrastructure and services centre and employment hub.
0 10 20
Highway
Produced by:
Mapping & GeoSpatial Data Branch
Department of Planning, WA
Mitch
Northern
On behalf of:
Western Australian Planning Commission
ell
Copyright © July 2010
nts-per\MapGis\Projects\perth\2031\Directions\
mxd\A4_Direction2031_ActivityCentres.mxd ad
Freeway
Ro
Base information supplied by: yay
od
Western Australian Land Information Authority To
ay
LI 430-2009-4
Great
Highw
R eid Highway
tern
Great E as
Highway
capital city
strategic metropolitan centre
secondary centre Roe
y
specialised centre wa
gh
Hi
Freeway
metropolitan attractor Albany
Tonkin
Hig
hwa
strategic industrial centre
y
existing industrial centre
Kwinana
Highway
priority industrial site
urban
Western
urban deferred
non-urban
uth
rural
So
Figure 14 Perth and Peel regions:passenger
strategic railway
centres and areas of future urban development
ay
Source: Directions 2031 and Beyond: and stationsPlanning Beyond the Horizon, Department of Planning & Western Australia Planning Commission, August 2010, p. 34.
Metropolitan
hw
Hig
South
freeways and highways
21
planned freeway and
Weste
highway extensions
rn
Forrest
High
waSS
PA
BY
AY
W
GH
HI GREAT EASTERN HIGHWAY BYPASS
R N KAL
AMU
S TE NDA
EA ROA
T D
EA
R
VE
GR
RI
AN
SW
Y
A
W
H
IG
H
N
ER
ST
EA
T
EA
R
G
21
24
K
A
LA
M
U
N
D
A
URBAN ZONE
R
O
A
(18.2HA)
D
)
m
45
X
3m
16
(2
4
/2
06
AY
NW
RU
D
IN
SW
OS
CR
TO
NK
IN
HIG
06
HW
AY
)m
X 45
3m
(2 16
/2 1R
03L
WAY
RUN
M A IN
PERTH
AIRPORT
03 ESTATE
AD
Y RO
NETH
ABER
WAY
RAIL
Y
A
W
AY
H
IG
W
H
GH
E
O
R
HI
H
AC
LE
D
A
O TO
R NK
LE IN
A HI
D GH
W
EW AY
K
MDP Boundary
Figure 15 Perth Airport Estate in the context of the MRS
Source: Western Australian Planning Commission
223.2.1.2 Draft Perth and Peel @ 3.5 million 3.3.1.4 Metropolitan Region Scheme
The WAPC has recently prepared the Draft Perth and Peel The Metropolitan Region Scheme (MRS) is prepared and
@ 3.5 million document, introducing the next layer of detail administered by the WAPC as the principal planning scheme
to underpin the high level strategic vision that has been set for the Perth metropolitan region. The MRS considers
through the State Planning Policy and Direction’s 2031. The generalised broad-scale land uses and sets out regional
plan and associated sub-regional structure plans provide the reservations.
guidance necessary to define the long term spatial plan for
The subject land for the DFO development is reserved for
Perth. It is anticipated to be formally adopted and released
‘Public Purposes: Commonwealth Government’. The MRS
by the State Government in 2016.
does not place any limitations on permissible land uses for
Perth Airport is referenced in the Central, North East reserved land. The airport estate in the context of the MRS
and South Sub Regional Planning Frameworks, which is shown in Figure 15.
designate the estate as a ‘Specialised Activity Centre’ in
The DFO development is consistent with the West Australian
line with other West Australian State Policy. Perth Airport
State Planning system and policies, and aligns with the
is referenced as a key employment node with importance
State’s vision for Perth Airport as a ‘Specialised Centre’.
in the diversification of the economy, particularly within
the central sub region where Perth Airport is the focus of
employment and major contributor to productivity, and
facilitator of business clustering and agglomeration.
3.3.1.3 Statement of Planning Policy 4.2 - Activity Centres for
Perth and Peel
Statement of Planning Policy 4.2 (SPP 4.2) provides for an
activity centre hierarchy across the Perth metropolitan
region that is designed to ensure equitable access to a
range of community goods, services and employment
opportunities. The key objectives of the policy include the
following:
• ensure activity centres provide sufficient development
intensity and land use mix to support high frequency
public transport,
• plan activity centres to support a wide range of retail and
commercial premises and promote a competitive retail and
commercial market,
• increase the range of employment in activity centres and
contribute to the achievement of subregional employment
self-sufficiency targets, and
• increase the density and diversity of housing in and around
activity centres to improve land efficiency, housing variety
and support centre facilities.
SPP 4.2 designates Perth Airport as a ‘Specialised Activity
Centre’, and supports the development of a range of land
uses that complement the primary function of Perth Airport
on a scale that will not detract from other centres in the
hierarchy. While the policy acknowledges that Perth Airport
is outside of the realms of the policy provisions and subject
to Commonwealth legislation, the DFO development has
been assessed in accordance with the provisions of SPP 4.2
as outlined in Section 4.
23MDP Boundary Figure 16 Location of Perth Airport Source: State Department of Local Government Figure 2.2 Perth Airport in the context of the Local government boundaries Source: Department of Local Government 24
3.3.2 Local Planning Overview As part of the review the City of Belmont has worked closely
Perth Airport is located across the three local government with Perth Airport, Public Transport Authority (PTA), State
areas of the City of Belmont, the City of Swan and the Shire Department of Planning and other State Government
of Kalamunda, as is demonstrated in Figure 16. authorities, including Main Roads Western Australia and
Transperth to ensure the design of the station, traffic and
The proposed development is located wholly within the
access arrangements and associated infrastructure in
City of Belmont local government area, adjacent to the
Redcliffe will be effectively integrated with the surrounding
locality of Redcliffe.
locality. Given the nature of the ‘super-regional’ catchment
3.3.2.1 City of Belmont Local Planning Scheme No. 15
from which patronage will be drawn, the DFO development
The City of Belmont Local Planning Scheme No. 15 (LPS
will complement this vision with minimal impact to traffic
15) provides for ‘industrial’ and ‘residential’ land zonings
and access within the DA6 area.
adjacent to the airport estate, including the major Kewdale
industrial area and the residential suburbs of Redcliffe and The proposed DFO development will support the City of
Cloverdale. It is these residential zoned areas that are in Belmont and State Government vision for a Transit Oriented
close proximity to the subject site. Development within the DA6 area, and provide long term
development opportunities for additional commercial and
LPS 15 provides the planning framework for further
high density residential land uses. The proposal is considered
residential infill opportunities within the residential
to be consistent with surrounding local government scheme
zoned areas, including the adjacent Redcliffe area known
provisions and land use zones, and will assist to increase
as Development Area 6 (DA6) under the Scheme, and
employment-generating land uses in the vicinity. This
stipulates the development standards that must be adhered
is in line with the State Government’s intent to achieve
to in the future development of land.
the activity centre objectives, specifically with regard
Perth Airport considers the provisions of LPS 15 in the to the future vision for a Transit Oriented Development
planning and design of new developments on the estate surrounding the future train station within Redcliffe.
to ensure consistency between adjacent land uses and to
minimise conflicts between the airport and surrounding
localities. The proposed DFO development is consistent with
the development requirements of LPS 15 and has been
designed to integrate with the surrounding locality and
future vision for the area at key points of interface.
3.3.2.2 City of Belmont Development Area 6
In 2013, the City of Belmont and Perth Airport undertook
a joint planning exercise with the community and relevant
State and Local authorities to establish a vision for the
future urban regeneration of Development Area 6 (DA6).
This resulted in the preparation of a Vision Plan that was
focused on ensuring that the urban structure, built form
scale, land use configuration and interfaces are designed to
achieve the best outcomes for DA6. A Local Planning Policy
(LPP 14) was subsequently endorsed by the City of Belmont
to implement the vision.
Following the announcement of the planned Forrestfield-
Airport Link rail project by the State Government, the City
of Belmont commenced a review of the DA6 Vision Plan
and the associated LPP 14. The review ensured appropriate
consideration and planning powers are provided towards the
desired long term vision of a Transit Oriented Development
around the planned Belmont train station in Redcliffe.
254. Retail Sustainability Assessment
Section 91 (ga)(iii) of the Act requires an MDP to outline the extends to the west, past Claremont. In addition to its
likely effect of the proposed development on the local and main catchment, the DFO’s airport location may allow it to
regional economy and community, including an analysis capture passing and incidental trade from airport users.
of how the proposed development fits within the local
The consumer behaviour that drives this large trade area is
planning scheme for commercial and retail development in
particularly relevant to a retail sustainability assessment.
the adjacent area. Section 3 outlined how this proposal is
In essence, this means that any impact the centre has will
consistent with both State and Local governments planning
be spread thinly across the entire network as it draws a
policies and visions. Section 5 outlines the socio-economic
smaller proportion of expenditure across a greater number
impacts. This section provides an overview of the retail
of households.
sustainability impacts to the adjacent areas.
4.2 Trade Area Population
As outlined in Section 3, although Perth Airport is outside the
Based on the State Department of Planning’s Western
realms of State policy provisions, the proposed development
Australian Tomorrow population projections, Band C, the
has been assessed in accordance with the provisions of SPP 4.2.
number of households within the trade area (shown in
SPP 4.2 provides objectives that support economic and Table 2) is expected to grow from approximately 532,000
social sustainability throughout the Perth metropolitan to 648,000 households between 2015 and 2026. This
region’s activity centre network. represents growth of 22 per cent, or 116,000 households.
Given the location of the development on the Perth Airport This significant growth will further dilute any impact from
estate, which is self-sufficient in the provision of services and the development on potentially affected centres as it will
infrastructure, the cost imposed on public authorities by the increase the total pool of expenditure.
development is nil. However, in order to assess the impact 20km Per cent
2015 2026 Growth
of retail turnover of activity centres within the catchment, Catchment Growth
Pracsys was engaged by Perth Airport to undertake a Retail Households 523,000 648,000 116,000 22 per cent
Sustainability Assessment (RSA) in line with the Guidelines Table 2 Trade Area Catchment
of the WAPC. This study identified the trade catchment area Source: Pracsys (2015), WA Tomorrow Band C(2015), ABS Census (2011)
for the development, and then completed modelling based
4.3 Gravity Modelling Impacts
on two different methodologies (gravity and static) in order
Gravity modelling was used to review the turnover impacts
to provide as broad a perspective as possible in relation to
on centres throughout the network under assumptions
possible economic impacts on other centres.
around retail expansion and population growth. For example,
To ensure conservative RSA results, the assessment was if a shopping centre expands it is possible to estimate the
based on 25,000 square metres NLA which is slightly higher potential loss of trade that competing centres would lose
than the current proposed 24,000 square metres NLA as from such an expansion. The model accounts for income and
outlined in this MDP. population growth in the network to determine current and
4.1 Trade Area future levels of turnover at the centres in question.
DFO style shopping differs from typical retail (fashion and The sustainability of a centre is typically considered
specialty) shopping due to the unique consumer behaviour significantly impacted when their profitability is reduced
attracting shoppers looking for a destination and leisure by more than 10 per cent. The results found the difference
experience, capitalising on day-tripper and tourist markets. in retail floor space productivity for the DFO development
Retail catchments generally range from one kilometre to 10 at 25,000 square metres NLA in 2019, compared to no
kilometres. DFO style shopping catchments can exceed 20 development are negligible on surrounding centres and in
kilometres as consumers have a greater propensity to travel most cases less than 1 per cent.
for this type of shopping.
The low impact is due to both the relatively small retail
The catchment for the Perth Airport retail development is development that the DFO presents and the large
shown in Figure 17. catchment the impact is spread across. Due to the
unique consumer behaviour observed in outlet style
As shown, the expected trade area covers a large portion
shopping, gravity static modelling was also undertaken to
of the Perth Metropolitan Area. The trade area covers the
demonstrate a broadened perspective.
east, as well as the majority of the central sub region and
26You can also read
