KINGSWOOD GOLF COURSE REDEVELOPMENT...Level 15, Corporate Centre One, 2 Corporate Court, Bundall, QLD 4217, Australia Offices in Sydney, The Hunter, Orange & Hong Kong t +61 7 5593

KINGSWOOD GOLF COURSE REDEVELOPMENT AIRCRAFT AND ROAD TRAFFIC NOISE ASSESSMENT

REPORT NO. 00706

VERSION D

FEBRUARY 2016

PREPARED FOR

AS RESIDENTIAL PROPERTY NO. 1 PTY LTD

KINGSWOOD GOLF COURSE REDEVELOPMENT

AIRCRAFT AND ROAD TRAFFIC NOISE ASSESSMENT REPORT NO. 00706 VERSION D

Wilkinson Murray Pty Limited ABN 39 139 833 060

Level 15, Corporate Centre One, 2 Corporate Court, Bundall, QLD 4217, Australia

Offices in Sydney, The Hunter, Orange & Hong Kong

t +61 7 5593 7929 e [email protected] w www.wilkinsonmurray.com.au

DOCUMENT CONTROL

Version Status Date Prepared By Reviewed By

A Draft 25 November 2015 Adam Bioletti Rob Bullen

B Final 7 December 2015 Adam Bioletti Rob Bullen

C Revised Draft 27 January 2016 Adam Bioletti

D Revised Final 3 February 2016 Adam Bioletti

Note

All materials specified by Wilkinson Murray Pty Limited have been selected solely on the basis of acoustic performance.

Any other properties of these materials, such as fire rating, chemical properties etc. should be checked with the suppliers

or other specialised bodies for fitness for a given purpose. The information contained in this document produced

by Wilkinson Murray is solely for the use of the client identified on the front page of this report. Our client becomes the

owner of this document upon full payment of our Tax Invoice for its provision. This document must not be used for any

purposes other than those of the document’s owner. Wilkinson Murray undertakes no duty to or accepts any responsibility

to any third party who may rely upon this document.

Quality Assurance

We are committed to and have implemented AS/NZS ISO 9001:2008 “Quality Management Systems –

Requirements”. This management system has been externally certified and Licence No. QEC 13457 has

been issued.

AAAC

This firm is a member firm of the Association of Australian Acoustical Consultants and the work here

reported has been carried out in accordance with the terms of that membership.

Celebrating 50 Years in 2012

Wilkinson Murray is an independent firm established in 1962, originally as Carr & Wilkinson.

In 1976 Barry Murray joined founding partner Roger Wilkinson and the firm adopted the name which

remains today. From a successful operation in Australia, Wilkinson Murray expanded its reach into Asia

by opening a Hong Kong office early in 2006. 2010 saw the introduction of our Queensland office and

2011 the introduction of our Orange office to service a growing client base in these regions. From these

offices, Wilkinson Murray services the entire Asia-Pacific region.



TABLE OF CONTENTS

Page

GLOSSARY OF ACOUSTIC TERMS

EXECUTIVE SUMMARY

1 INTRODUCTION 1

2 AIRCRAFT NOISE 1

2.1 Aircraft Noise and Land Use Planning 1 2.1.1 Guidelines Based on the ANEF System 1 2.1.2 Guidelines Promulgated by the National Airports Safeguarding Advisory Group 2

2.2 Moorabbin Airport 3 2.2.1 Current and Forecast Aircraft Movements 3 2.2.2 Airspace and Flight Paths 3

2.3 Proposal Site Location and Aircraft Noise 3 2.3.1 Aircraft Noise Contours 4 2.3.1.1 Airport Environs Overlay 4 2.3.1.2 ANEF 4 2.3.1.3 N-Above Contours 5 2.3.2 Aircraft Movements Over the Site 7 2.3.3 Aircraft Noise Monitoring 8

2.4 Description of Aircraft Noise at the Proposal Site 10

2.5 Recommendations for Aircraft Noise Mitigation 11

3 ROAD TRAFFIC NOISE 12

3.1 Road Traffic Noise Criteria 12

3.2 Road Traffic Noise Measurements 12

3.3 Road Traffic Noise Assessment 12

4 CONCLUSION 13

APPENDIX A – Noise Measurement Results

APPENDIX B – Figures

APPENDIX C – Specialist Aircraft Noise Report



GLOSSARY OF ACOUSTIC TERMS

Most environments are affected by environmental noise which continuously varies, largely as a result of road

traffic. To describe the overall noise environment, a number of noise descriptors have been developed and

these involve statistical and other analysis of the varying noise over sampling periods, typically taken as 15

minutes. These descriptors, which are demonstrated in the graph below, are here defined.

Maximum Noise Level (LAmax) – The maximum noise level over a sample period is the maximum level,

measured on fast response, during the sample period.

LA1 – The LA1 level is the noise level which is exceeded for 1% of the sample period. During the sample

period, the noise level is below the LA1 level for 99% of the time.


period, the noise level is below the LA10 level for 90% of the time. The LA10 is a common noise descriptor

for environmental noise and road traffic noise.


period, the noise level is below the LA90 level for 10% of the time. This measure is commonly referred to as

the background noise level.

LAeq – The equivalent continuous sound level (LAeq) is the energy average of the varying noise over the

sample period and is equivalent to the level of a constant noise which contains the same energy as the

varying noise environment. This measure is also a common measure of environmental noise and road traffic

noise.

ABL – The Assessment Background Level is the single figure background level representing each assessment

period (daytime, evening and night time) for each day. It is determined by calculating the 10th percentile

(lowest 10th percent) background level (LA90) for each period.

RBL – The Rating Background Level for each period is the median value of the ABL values for

the period over all of the days measured. There is therefore an RBL value for each period –

daytime, evening and night time.

Typical Graph of Sound Pressure Level vs Time

20

25

30

35

40

45

50

55

60

0:00 3:00 6:00 9:00 12:00 15:00

Monitoring or Survey Period (5 sec samples)

So

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evel

(dB

A) L Amax

L A1

L A10

L Aeq

L A50

L A90

KINGSWOOD GOLF COURSE REDEVELOPMENT Page i


EXECUTIVE SUMMARY

This report presents an assessment of aircraft and road traffic noise prepared by Wilkinson Murray

for the proposed rezoning of Kingswood Golf Course to the General Residential Zone.

Aircraft Noise and Land Use Planning

The Victorian State Planning Policy Framework recommends the use of the relevant Airport

Environs Overlay based on the Australian Noise Exposure Forecast (ANEF) system to prevent

conflicting land-uses around airports.

Kingston Planning Scheme includes the Moorabbin Airport Environs Policy (MAEP) and the Airport

Environs Overlay (AEO). The MEAP references “any approved Australian Noise Exposure Forecast

(ANEF) as contained in the appropriate airport strategy or master plan for the airport” and also

explicitly requires consideration of the 1998 ANEF for Moorabbin Airport. The AEO is based on

the 1998 ANEF.

The “National Airports Safeguarding Framework” (NASF) Guideline A recommends an alternative

approach to mitigating negative outcomes resulting from noise-sensitive development around

airports. Guideline A should be regarded as a set of recommendations, rather than requirements,

which remain the preserve of State and local planning authorities.

Under Guideline A, the subject development would be considered to be in the category “rezoning

of brown‐field areas for noise sensitive uses”. For a “brownfield” development the guideline does

not specify conditions under which it is recommended that planning permission should not be

granted. It does, however, indicate that in some cases:

“Consideration should be given to measures to manage the implications. This could include

conditions that require development to be undertaken in a manner that physically reduces noise

impacts (e.g. through appropriate construction techniques) and requirements for a disclosure

processes that ensure future residents are made aware of these impacts prior to purchase.”

NASF Guideline A recommends the following additional metrics and thresholds for consideration

of impacts.

20 or more daily events greater than 70 dBA;

50 or more daily events of greater than 65 dBA;

100 events or more daily events of greater than 60 dBA; or

6 or more events of greater than 60 dBA between the hours of 11pm and 6 am.

Aircraft Noise at the Proposal Site

The following summarises aircraft operations and aircraft noise at the site.

The proposal site is wholly outside the Airport Environs Overlay extents.

The proposal site is wholly outside the ANEF 20.

KINGSWOOD GOLF COURSE REDEVELOPMENT Page ii


The central portion of the proposal site is forecast to experience more than 200 noise events

of 60 dBA or greater per average day, with the remaining areas subject to at least 150 such

events.

The whole of the proposal site is forecast to experience approximately 50 aircraft noise events

of 65 dBA or greater per average day.

The majority of the subject site is forecast to experience more than 20 aircraft noise events

of 70 dBA or greater per average day.

As there are currently no training circuits flown between 11pm and 6am, the proposal site is

not subjected to any regular events exceeding 60 dBA (N60) during this period.

Aircraft will pass overhead the site at a height of approximately 1000 feet, every 1-2 minutes

on average whenever circuit training operations are in progress.

Other than days where weather conditions prevent circuit flying (around 1 day in 20 on

average), circuit training will occur for much of the following periods:

8am to 9pm on weekdays in winter

8am to 10pm on weekdays in summer

8am to 8pm on weekends all year round.

There will be no periods of respite due to operations on alternating runways as the proposal

site is exposed to circuits for all runway directions.

There will be no circuit training outside the above hours (pending the continuation of current

circuit training time restrictions).

Most aircraft events are likely to be audible outside, though many will not exceed 60 dBA.

Relatively few aircraft events (greater than 20 in the future) would exceed 70 dBA, which is

typically accepted as the level at which conversation would be interrupted inside a dwelling

with windows half open.

The noise level of most aircraft events is similar to a passing vehicle on an urban street.

The overall noise environment is similar to that alongside an urban or moderately busy

suburban road. For reference the LAeq from road traffic noise measured at Location A was

approximately equivalent to that from aircraft noise.

Recommendations for Aircraft Noise Mitigation

Although Wilkinson Murray is in general not in agreement with the recommendations of NASF

Guideline A, given the above characteristics of the noise at this site we are in agreement with the

recommendations of the guideline that would be applied in this case. Namely that:

acoustic attenuation should be conditioned for all residences constructed on the site, to

achieve the internal noise level set out in Table 3 of Australian Standard 2021 (notwithstanding

that the site is located in an area designated as “acceptable” under that Standard); and

potential residents should be provided with information on noise levels and numbers of

overflights, including but not limited to the information in Section 2.4, and values of N60, N65

and N70.

KINGSWOOD GOLF COURSE REDEVELOPMENT Page iii


Road Traffic Noise

Road traffic noise was assessed against criteria derived from VicRoads – Noise Reduction Policy

(2005). Existing road traffic noise levels were found to comply with the appropriate criterion at

a distance of 12m from Centre Dandenong Road.

We recommend that dwellings not be located closer than 12m from Centre Dandenong Road and

that greater setbacks are employed wherever practical. We note that building constructions

suitable for the attenuation of aircraft noise will also attenuate road traffic noise.

KINGSWOOD GOLF COURSE REDEVELOPMENT Page 1


1 INTRODUCTION

This report has been prepared by Wilkinson Murray for the proposed Kingswood Golf Course

Redevelopment located at 179 – 217 Centre Dandenong Road, Dingley Village. The proposal

seeks to rezone the subject site from the Special Use Zone (Schedule 1 – SUZ1 Golf Courses) and

the General Residential Zone (Schedule 3 – GRZ3) to the General Residential Zone (Schedule 2 –

GRZ2) and Development Plan Overlay (Schedule 7 – DPO7) for an approximate 53.37 hectares

infill residential development of approximately 800 – 1000 new residential dwellings within

Dingley Village.1

Wilkinson Murray was engaged by Robert Luxmoore Pty Ltd to undertake an assessment of

aircraft and road traffic noise impacts associated with the development.

REHBEIN Airport Consulting was engaged by Wilkinson Murray to assist in aspects of the

assessment related to detailed prediction of aircraft operations (REHBEIN Airport Consulting

Report B15560AL001, 29 January 2016).

2 AIRCRAFT NOISE

This section of the report presents an assessment of the suitability of the proposal with regard to

aircraft noise.

2.1 Aircraft Noise and Land Use Planning

2.1.1 Guidelines Based on the ANEF System

The Victorian State Planning Policy Framework recommends2 the use of the relevant Airport

Environs Overlay to prevent conflicting land-uses around airports.

This overlay is applied to land that is subject to high levels of aircraft noise and sets out

requirements to respond to those noise conditions. The Australian Noise Exposure Forecast

(ANEF) defines areas of high aircraft noise levels.

Kingston Planning Scheme includes the Moorabbin Airport Environs Policy (MAEP) and the Airport

Environs Overlay (AEO). The MEAP states as one of its objectives “To ensure that the use and

development of land within the policy area is compatible with the operation of airports in respect

to the impact of aircraft noise on sensitive uses, and is consistent with any approved Australian

Noise Exposure Forecast (ANEF) as contained in the appropriate airport strategy or master plan

for the airport”.

The MAEP later explicitly requires consideration of the 1998 ANEF for Moorabbin Airport. The AEO

is based on the 1998 ANEF.

This report addresses both the current ANEF and the AEO. On the basis that the currently

endorsed ANEF represents more recent predictions of aircraft noise exposure from Moorabbin

Airport, it is Wilkinson Murray’s opinion that primary consideration should be given to the currently

1 Planning Report, Kingswood Golf Course – Planning Scheme Amendment – Preliminary Strategic Assessment of

Proposed Rezoning, prepared by Tract Consultants Pty Ltd on behalf of ISPT Pty Ltd (10 August 2015) 2 Using Victoria’s Planning System, Department of Environment, Land, Water and Planning (28 May 2015)



endorsed ANEF, as described in the MAEP’s objectives, and secondarily to the AEO.

2.1.2 Guidelines Promulgated by the National Airports Safeguarding Advisory Group

The National Airports Safeguarding Advisory Group has released a document titled “National

Airports Safeguarding Framework” (NASF) that promotes a set of guidelines for land use planning

around airports.

In particular, NASF Guideline A (Guideline A) recommends an alternative approach to mitigating

negative outcomes resulting from noise-sensitive development around airports.

Guideline A should be regarded as a set of recommendations, rather than requirements, which

remain the preserve of State and local planning authorities. The stated objectives of Guideline

A, include “Some States/Territories already have planning guidelines or polices in place and this

document provides guidance for any reviews of those documents”.

Wilkinson Murray’s view is that the recommendations in Guideline A are not grounded in rigorous

scientific analysis, and tend to preference the interests of airports above other legitimate interests

in the community. Nevertheless, this report will consider the implications of applying NASF

Guideline A in this specific case.

Under Guideline A, the subject development would be considered to be in the category “rezoning

of brown‐field areas for noise sensitive uses”. For a “brownfield” development the guideline

recognises “there is a need to balance the need to provide housing, economic growth and

strategic planning outcomes against the operational needs of the airports”, and does not specify

conditions under which it is recommended that planning permission should not be granted. It

does, however, indicate that in some cases:

“Consideration should be given to measures to manage the implications. This could include

conditions that require development to be undertaken in a manner that physically reduces noise

impacts (e.g. through appropriate construction techniques) and requirements for a disclosure

processes that ensure future residents are made aware of these impacts prior to purchase.”

With respect to the area within which such measures are recommended, Guideline A is not

specific, but does indicate that:

“The additional noise metrics based on number above events [referenced earlier in the guideline]

are available to be used as appropriate to assist in these assessments using modelling for specific

airports.”

The additional metrics, and associated criteria, recommended in Guideline A are:

20 or more daily events greater than 70 dBA;

50 or more daily events of greater than 65 dBA;

100 events or more daily events of greater than 60 dBA; or

6 or more events of greater than 60 dBA between the hours of 11pm and 6 am.

In the present report, it is assumed that the intent of Guideline A would be to recommend

measures to reduce noise impacts, as well as measures to provide information to residents, in

areas where any of the above conditions is fulfilled. Guideline A does not specify what noise-

reduction measures should be undertaken, but measures recommended in Australian Standard

2021 for “conditionally acceptable” areas are often used for this purpose, and this is also adopted

in the present report. Information to be disclosed should include at least the values of the noise



exposure metrics listed above.

2.2 Moorabbin Airport

Moorabbin Airport is a leading flight training airport. The airport’s aviation development plan, as

set out in the draft Moorabbin Airport Master Plan 2015, provides the settings necessary to deliver

improved aviation growth and centres on expanding flight training activity.

For full details of the subsequent discussion, reference should be made to the draft Moorabbin

Airport Master Plan 2015.

2.2.1 Current and Forecast Aircraft Movements

Moorabbin Airport had 230,000 total aircraft movements in 2014 (average of 630/day). The

majority of these movements were undertaken by single and light twin piston engine aircraft

operating training circuit and ‘touch-and-go’ operations.

The draft Moorabbin Airport Master Plan 2015 long-range forecast is for a total of 500,000 aircraft

movements, of which approximately two-thirds will be fixed-wing circuit training.

2.2.2 Airspace and Flight Paths

The majority of aircraft movements at Moorabbin Airport are in the training circuit.

Aircraft undertaking circuit training fly the same standard pattern. This pattern is common

worldwide and occurs in response to the basic imperatives of this training exercise, which are to

conduct repeated practice take-offs, approaches and landings in an efficient manner.

Although the procedure for flying a circuit is standardised, the actual course flown at any point

as a result of executing the procedure will vary depending on a wide range of influencing factors.

As a result there is often a wide variation in the actual path flown by aircraft from circuit to circuit.

This can be seen on Figure 11.3 of the draft Moorabbin Airport Master Plan 2015 (reproduced as

Figure 5), which shows actual circuit training tracks of aircraft based on radar position data

provided by Airservices Australia.

Given the nature of airspace and patterns of demand for arriving and departing aircraft, the

majority of circuit training is conducted to the east of the airport. As traffic increases, and the

eastern circuit reaches capacity, a greater proportion of circuit movements will occur to the west.

However, in order to meet future demand forecasts, it will be necessary for the eastern circuits

to operate at full capacity for most, if not all, available hours.

Circuit training at Moorabbin is allowed on weekdays between 8am and 9pm (winter) or 10pm

(summer), and until 8pm at weekends year round. No changes to these time restrictions are

anticipated.

2.3 Proposal Site Location and Aircraft Noise

The western boundary of the proposal site is located less than 1.5 kilometres due east of the

extended centreline of the closest runway, Runway 13L/31R, and approximately 2 kilometres east

of Runway 17L/35R. This places the proposal site beneath the downwind leg of the training circuit

for operations on both of these runways.



2.3.1 Aircraft Noise Contours

The following Figures indicate the location of the site with respect to the aircraft noise contours

referenced within the draft Moorabbin Airport Master Plan 2015.

Figure 1: Redevelopment site, Moorabbin Airport ANEF and Airport Environs Overlay

Figure 2: Moorabbin Airport N60 contours



Figure 5: Actual aircraft training circuits

2.3.1.1 Airport Environs Overlay

The location of the proposal relative to the current Kingston Planning Scheme AEO Airport

Environs Overlay is shown in Figure 1. It should be noted that, following approval of the

Moorabbin Airport Master Plan 2015, Kingston City Council may seek approval from the Minister

for Planning to amend the Airport Environs Overlay to reflect the current endorsed ANEF.

The proposal site is wholly outside the current Airport Environs Overlay extents.

2.3.1.2 ANEF

In preparing the draft Moorabbin Airport Master Plan 2015, an updated ANEF chart was prepared

and endorsed for technical accuracy by Airservices Australia. Figure 11.5 (Moorabbin Airport 2015

Endorsed ANEF) in the draft 2015 Moorabbin Airport Master Plan 2015 presents the Long Range

(2050) ANEF Contour Map. Figure 1 (below and attached) indicates the endorsed ANEF contours

with respect to the proposal site.

The proposal site is wholly outside the ANEF 20.



Figure 1 Redevelopment site, Moorabbin Airport ANEF and Airport Environs

Overlay

2.3.1.3 N-Above Contours

The N60/N65/N70 contours contained in the draft Moorabbin Airport Master Plan can be used to

provide information on noise impacts in addition to the ANEF contours, and are specifically

referenced in NASF Guideline A.

The N60/N65/N70 contours represent the number of noise events above a defined noise level

which are expected to be experienced on an average day, based on the long-range forecast of

movements.

The siting of the proposed Kingswood Golf Course Redevelopment project relative to the

Moorabbin Airport N60/N65/N70 contours is presented in Figure 2 for N60 contours, Figure 3

for N65 contours and Figure 3 for N70 contours.



Figure 2 Moorabbin Airport N60 contours





Figure 2 indicates that the central portion of the proposal site is forecast to experience more

than 200 noise events of 60 dBA or greater per average day, with the remaining areas subject to

at least 150 such events;

Figure 3 indicates the proposal site is forecast to experience approximately 50 aircraft noise

events of 65 dBA or greater per average day.

Figure 4 indicates that the majority of the subject site is forecast to experience more than 20

aircraft noise events of 70 dBA or greater per average day.

The site is therefore within the area within which Guideline A recommends that noise mitigation

and disclosure of noise impacts to potential residents should be adopted.

As there are currently no training circuits flown between 11pm and 6am, the proposal site is not

subjected to any regular events exceeding 60 dBA (N60) during this period. We note that circuit

training at Moorabbin Airport during these times is not forecast in the foreseeable future.

2.3.2 Aircraft Movements Over the Site

Figure 5 indicates the actual aircraft training circuits positioned over the subject site (based on

Figure 11.3 of the Moorabbin Airport Master Plan 2015, p 219).



Figure 5 Actual aircraft training circuits

Source: Figure 11.3, Moorabbin Airport Master Plan 2015

A typical circuit would involve the downwind leg, which passes over the proposal site being flown

at an altitude of 1,000 feet above ground level. In practice anything within 100 feet of this height

is considered safe and acceptable.

2.3.3 Aircraft Noise Monitoring

In order to determine actual aircraft noise levels across the proposal site a week of unattended

noise monitoring was undertaken between Wednesday 28 October and Thursday 5 November

2015.

Monitoring was undertaken at the four locations shown in Figure 6. Three of these were aimed

at measuring aircraft noise.

The unattended noise monitoring equipment used for these measurements consisted of four ARL

NGARA environmental noise loggers. Loggers measuring aircraft noise (Locations B, C and D)

were set to slow response (Australian Standard AS2021 Acoustics – Aircraft noise intrusion –

Building siting and construction). This equipment is capable of remotely monitoring and storing

both A-weighted and C-weighted noise levels every one-tenth of a second. Additionally the noise

monitors are capable of storing wav files for audible analysis. The equipment calibration was

checked before and after the survey and no significant drift was noted.

Post-processing of the one-tenth second noise level time-history and WAV file audio permits the

analysis of individual aircraft noise events in the monitoring period. A summary of these events

is presented in Table 2-1..



Figure 6 Noise Monitoring Locations

Table 2-1 Aircraft Noise Events – LAmax (dBA)

Statistical Descriptor Location B Location C Location D

Maximum 88 81 85

98th Percentile 76 73 75

95th Percentile 72 71 73

Median 65 64 65

Number of events 545 1007 495

Notes: 1. Events were deemed to have started when the sound pressure level exceeded 60 dBA for 5 seconds

continuously and finished when the sound pressure level dropped below 60 dBA for 5 seconds continuously.

2. All aircraft noise events were confirmed by aural analysis.

The median suggests that typically aircraft events produce a maximum of around 65 dBA on the

proposal site. This is clearly evident in further analysis considering the prevalence of each of the

observed LAmax noise levels (Figure 7).

The 95th and 98th percentiles demonstrate noise levels that were rarely exceeded during the

monitoring.



Figure 7 Histogram of Aircraft Noise Event LAmax at Location C

It is important to note that the analysis only considered events that produced noise levels

exceeding 60 dBA for 5 seconds continuously. (The most numerous monitoring location had an

average of 126 events per day, compared to an average of 630 movements per day at Moorabbin

Airport in 2014). The monitoring showed numerous aircraft noise events that did not exceed 60

dBA. The omission of these events makes the reported statistical descriptors conservatively high.

2.4 Description of Aircraft Noise at the Proposal Site

Based on the analysis of aircraft noise modelling for Moorabbin Airport, the aircraft noise

monitoring undertaken for this study, and knowledge of the current and forecast operations at

Moorabbin Airport, the following describes aircraft noise affecting the proposal site.

Aircraft will pass overhead the site at a height of approximately 1000 feet, every 1-2 minutes

on average whenever circuit training operations are in progress.

Other than days where weather conditions prevent circuit flying (around 1 day in 20 on

average), circuit training will occur for much of the following periods:

8am to 9pm on weekdays in winter

8am to 10pm on weekdays in summer

8am to 8pm on weekends all year round.

There will be no periods of respite due to operations on alternating runways as the proposal

site is exposed to circuits for all runway directions.

There will be no circuit training outside the above hours (pending the continuation of current

circuit training time restrictions).

Most aircraft events are likely to be audible outside, though many will not exceed 60 dBA.

0

5

10

15

20

60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81

Ave

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f A

ircr

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ise

Even

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LAmax dBA



Relatively few aircraft events (greater than 20 in the future) would exceed 70 dBA, which is

typically accepted as the level at which conversation would be interrupted inside a dwelling

with windows half open.

The noise level of most aircraft events is similar to a passing vehicle on an urban street.

The overall noise environment is similar to that alongside an urban or moderately busy

suburban road. For reference the LAeq from road traffic noise measured at Location A was

approximately equivalent to that from aircraft noise.

2.5 Recommendations for Aircraft Noise Mitigation

Although Wilkinson Murray is in general not in agreement with the recommendations of NASF

Guideline A, given the above characteristics of the noise at this site we are in agreement with the

outcome of an assessment using that Guideline, namely that:

acoustic attenuation should be conditioned for all residences constructed on the site, to

achieve the internal noise levels set out in Table 3 of Australian Standard 2021

(notwithstanding that the site is located in an area designated as “acceptable” under that

Standard); and

potential residents should be provided with information on noise levels and numbers of

overflights, including but not limited to the information in Section 2.4, and values of N60,

N65 and N70.

With respect to the design of acoustic attenuation, adopting the 98th percentile LAmax noise level

from Table 2-1 (76 dBA), an aircraft noise reduction of 26 dB would be required to achieve the

most stringent internal design level of 50 dBA. An example of a construction that would readily

achieve this noise reduction is a brick-veneer dwelling with concrete roof tiles, plasterboard

ceiling, 6.38mm laminated glazing and acoustic seals on external doors and windows. This is just

one example and is generally conservative. We recommend that individual dwellings be assessed

for aircraft noise attenuation in their respective development applications.

The mechanism for implementing these measures would be subject to consultation with Kingston

City Council. At present the proponent anticipates that the measures could be implemented

through the following.

A restriction on Title would be offered so that each residential dwelling is built to achieve

the internal noise levels set out in Table 3 of Australian Standard 2021.

Australian Standard 2021 would also be referenced in the Design Guidelines that are

intended to be applied through appropriate mechanisms.



3 ROAD TRAFFIC NOISE

The site adjoins Centre Dandenong Road, which is the main road servicing Dingley Village. This

section of the report presents an assessment of road traffic noise impacting the proposal.

3.1 Road Traffic Noise Criteria

VicRoads encourages regulatory authorities to develop compatible land use around major roads.

Centre Dandenong Road would not attract the requirements of VicRoads – Noise Reduction Policy

(2005), however, given the application of this policy elsewhere in Victoria, the criteria detailed in

the policy are considered appropriate for assessing road traffic noise nonetheless. Within that

Policy, 63 dBA LA10(18 hour) is the criterion that is adopted for provision of noise mitigation.

3.2 Road Traffic Noise Measurements

Noise monitoring undertaken for this assessment included a location adjacent to Centre

Dandenong Road (Location A in Figure 6). The noise monitor was located 12m from the near

lane edge.

The noise monitor was set to fast response, as is appropriate for the measurement of road traffic

noise.

The measured LA10(18 hour) noise level varied between 62 and 63 dBA throughout the survey, with

a median of 63 dBA.

It is noteworthy that this measurement includes aircraft noise, which would typically be omitted

from an assessment of road traffic noise. Given the acoustic environment however, including

aircraft noise in this assessment is reasonable as it represents the cumulative transportation noise

exposure at that location.

3.3 Road Traffic Noise Assessment

The measured noise level is compliant with the criterion. Future growth in traffic noise is possible

and would typically be expected. However, we understand that traffic patterns in the area are

likely to be altered by nearby road projects.

On the basis of current road traffic noise levels we recommend that dwellings not be located

closer than 12m from Centre Dandenong Road. Dwellings should be designed and constructed

in accordance with Australian Standard 3671:1989 Acoustics – Road traffic noise intrusion –

Building siting and construction. In general the construction provisions that are recommended

to mitigate aircraft noise will also be effective in mitigating road traffic noise.



4 CONCLUSION

Wilkinson Murray has undertaken an assessment of aircraft noise and road traffic noise impacting

the proposed rezoning of Kingswood Golf Course.

Aircraft noise from Moorabbin Airport was found to be a feature of the area. The proposed site is

outside the Airport Environs Overlay of Kingston Planning Scheme and also outside the currently

endorsed ANEF 20 (draft Moorabbin Airport Master Plan 2015). The AEO and ANEF are the

aircraft noise planning instruments applicable to the proposal.

Nevertheless, given that particular features of aircraft noise in this area, involving large numbers

of overflights with relatively low noise levels, mitigation measures are recommended as part of

any residential development in this area. The recommended measures are consistent with those

recommended for residential infill in a “brownfield” site under the National Airports Safeguarding

Framework (NASF) Guideline A.

Specifically, we recommend the following measures to mitigate against aircraft noise impacts on

the proposal.

Construct dwellings to attenuate aircraft noise using design noise levels and procedures

detailed in AS2021 (notwithstanding the site being in an area designated as “acceptable”

under that Standard).

Effectively disclose the anticipated aircraft noise level to prospective residents. We

recommend that the metrics described in NASF Guideline A should be included in this

disclosure. A description, similar to that included in Section 2.4 of this report, should also be

included.

Road traffic noise was assessed against criteria derived from VicRoads – Noise Reduction Policy

(2005). Existing road traffic noise levels were found to comply with the appropriate criterion at

a distance of 12m from Centre Dandenong Road.

We recommend that dwellings not be located closer than 12m from Centre Dandenong Road and

that greater setbacks are employed wherever practical. We note that building constructions

suitable for the attenuation of aircraft noise will also attenuate road traffic noise.

With the inclusion of the mitigation measures identified in this report we consider that aircraft

and road traffic noise impacting on the proposal would be reasonable.

APPENDIX A

NOISE MEASUREMENT RESULTS

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Thursday, 29 October 2015

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Location B -Centre Dandenong Road Dingley Village, Victoria


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APPENDIX B

FIGURES

APPENDIX C

SPECIALIST AIRCRAFT NOISE REPORT

29 January, 2016 Our File Ref: B15560AL002 Contact: Raelene Corner Manager (Qld) Wilkinson Murray Pty Ltd Level 15, Corporate Centre One 2 Corporate Court BUNDALL QLD 4217 Attention: Adam Bioletti RE: PROPOSED KINGSWOOD GOLF COURSE REDEVELOPMENT

179 – 217 CENTRE DANDENONG ROAD, DINGLEY VILLAGE 1. INTRODUCTION This letter of advice has been completed by REHBEIN Airport Consulting for the proposed Kingswood Golf Course Redevelopment located at 179 – 217 Centre Dandenong Road, Dingley Village. The proposed development is a rezoning of the subject site from the Special Use Zone (Schedule 1 – SUZ1 Golf Courses) and the General Residential Zone (Schedule 3 – GRZ3) to the General Residential Zone (Schedule 2 – GRZ2) and Development Plan Overlay (Schedule 7 – DPO7) for an approximate 53.37 hectares infill residential development of approximately 800 – 1000 new residential dwellings within Dingley Village.1 The National Airports Safeguarding Advisory Group has developed the National Airports Safeguarding Framework (NASF) to improve community amenity by minimising aircraft noise-sensitive developments near airports. REHBEIN Airport Consulting was engaged by Wilkinson Murray to undertake the scope of engagement as follows: § Determine the siting of the project relative to the Airport Environs Overlay,

Australian Noise Exposure Forecast (ANEF) chart and N-above contours (per NASF Guideline A – Measures for Managing the Impact of Aircraft Noise; and

§ Provide commentary on the current and future operations of Moorabbin Airport, based on REHBEIN Airport Consulting’s knowledge of the airport and the draft Moorabbin Airport Master Plan 2015 (subject to any confidentiality of information held by REHBEIN Airport Consulting), to assist in a description of the real world implications of aircraft noise across the site.

The assessments and findings are set out below for incorporation into Wilkinson Murray’s report.

1 Planning Report, Kingswood Golf Course – Planning Scheme Amendment – Preliminary Strategic Assessment of Proposed Rezoning, prepared by Tract Consultants Pty Ltd on behalf of ISPT Pty Ltd (10 August 2015)

29 January, 2016 - 2 - Our File Ref: B15560AL002 Contact: Raelene Corner

2. MOORABBIN AIRPORT Moorabbin Airport is Australia’s leading flight training airport and one identified by the Australian Government as being strategically important for Australia. The airport’s aviation development plan, as set out in the draft Moorabbin Airport master Plan 2015, provides the settings necessary to deliver improved aviation growth and centres on expanding flight training activity. Moorabbin Airport Corporation (MAC) supports the NASF Guidelines and has already started using them to guide the consideration of on-Airport developments and as the basis of responses to off-airport development proposals. MAC is committed to, and fully supportive of, appropriate regional development in and around Moorabbin Airport. However, MAC believes it is important that development decisions are made in accordance with the NASF guidelines. For full details of the subsequent discussion, reference should be made to the draft Moorabbin Airport Master Plan 2015.

2.1 Current and Forecast Aircraft Movements Moorabbin Airport is one of the busiest airports in Australia by total aircraft movements, with 230,000 movements in 2014. The majority of these movements are undertaken by single and light twin piston engine aircraft operating training circuit and ‘touch-and-go’ operations. The draft Moorabbin Airport Master Plan 2015 long-range forecast is for a total of 500,000 aircraft movements of which approximately two-thirds will be fixed-wing circuit training. 2.2 Runways and Usage Patterns The airport has five operational runways with the following characteristics:

• Runway 04/22 – 571m long, 18m wide, Code 1; • Runway 13L/31R – 1,150m long, 30m wide, Code 2; • Runway 13R/31L – 1,060m long, 18m wide, Code 1; • Runway 17L/35R – 1,335m long, 30m wide, Code 3; and • Runway 17R/35L – 1,240m long, 18m wide, Code 1.

At Moorabbin Airport, Runways 17L/35R and 17R/35L are the preferred runways for reasons of safety and operational efficiency. These runway directions are used 75-80% of the time. Runway 17L/35R is the preferred runway and accommodates the majority of circuit training and movements of noisier aircraft such as private light jets. Runway 17R/35L is primarily used for arrivals and overflow circuits from Runway 17L/35R.


The 13/31 direction is normally used when the crosswind becomes too high for the safe operation of the 17/35 direction. This occurs around 20-25% of the time. However because of seasonal wind patterns there may be extended periods of several days when operations use these runways continuously. Both runways 13/31 (13R/31L and13L/31R) are used in the same way as the 17/35 runways. Due to its short length Runway 04/22 is used by only around 50 movements per year.

2.3 Airspace and Flight Paths

Moorabbin Airport operates under Class D airspace when the Air Traffic Control (ATC) Tower is operational. Outside of ATC hours, the airport operates as a non-towered aerodrome under Class G airspace. This is an operational arrangement mandated by the Civil Aviation Safety Authority and allows for high-intensity operations of light aircraft and enhanced operational safety. The majority of aircraft movements at Moorabbin Airport are in the training circuit. Aircraft undertaking circuit training fly the same standard pattern. This pattern is common worldwide and occurs in response to the basic imperatives of this training exercise, which are to conduct repeated practice take-offs, approaches and landings in an efficient manner. Although the procedure for flying a circuit is standardised, the actual course flown at any point as a result of executing the procedure will vary depending on a wide range of influencing factors. As a result there is often a wide variation in the actual path flown by aircraft from circuit to circuit. This can be seen on Figure 11.3 of the draft Moorabbin Airport Master Plan 2015 (see below), which shows actual circuit training tracks of aircraft based on radar position data provided by Airservices. The nature of airspace and patterns of demand for arriving and departing aircraft, the majority of circuit training is conducted to the east of the airport. As traffic increases, and the eastern circuit reaches capacity, a greater proportion of circuit movements will occur to the west. However, in order to meet future demand forecasts, it will be necessary for the eastern circuits to operate at full capacity for most, if not all, available hours.

Circuit training at Moorabbin is allowed on weekdays between 8am and 9pm (winter) or 10pm (summer) and until 8pm at weekends year round. No changes to these time restrictions are anticipated. 3. SUBJECT SITE LOCATION AND AIRCRAFT NOISE The western boundary of the subject site is located less than 1.5 kilometres due east of the extended centreline of the closest runway, Runway 13L/31R and approximately 2 kilometres east of Runway 17L/35R. This places the subject site beneath the downwind leg of the training circuit for operations on both of these runways.


3.1 Aircraft Noise Contours The following Figures indicate the location of the site with respect to the aircraft noise contours referenced within the draft Moorabbin Airport Master Plan 2015.

Figure 1: Redevelopment site and Moorabbin Airport; Figure 2: Moorabbin Airport N60 contours; Figure 3: Moorabbin Airport N65 contours; Figure 4: Moorabbin Airport N70 contours; and Figure 5: Actual aircraft training circuits (source: Figure 11.3, Moorabbin Airport Master Plan 2015).

3.1.1 Airport Environs Overlay

The location of the subject relative to the current Kingston Planning Scheme 06AEO Airport Environs Overlay is shown in Figure 1. It should be noted that, following approval of the Moorabbin Airport Master Plan 2015, Kingston City Council may seek approval from the Minister for Planning to amend the Airport Environs Overlay to reflect the current endorsed ANEF.

3.1.2 ANEF

In preparing the draft Moorabbin Airport Master Plan 2015, and updated ANEF contour map was prepared and endorsed for technical accuracy by Airservices Australia. Figure 11.5 (Moorabbin Airport 2015 Endorsed ANEF) in the draft 2015 Moorabbin Airport Master Plan 2015 presents the Long Range (2050) ANEF Contour Map. Figure 1 attached indicates the endorsed ANEF contours with respect to the subject site.

3.1.3 N-Above Contours

NASF Guideline A recommends the production of number-above contours, to assist in informing the local community about likely aircraft noise levels in a more meaningful way than the ANEF system. The N60/N65/N70 contours contained in the draft Moorabbin Airport Master Plan should be used as an additional consideration over and above the ANEF contours and the AEO, particularly when changes to zoning or the Urban Growth Boundary are proposed near the Airport or its flight corridors. These contours also give the community a better tool to understand the impact of aircraft noise. The N60/N65/N70 contours represent the number of noise events above a defined noise level which is expected to be experienced at any point on an average day based on the long-range forecast of movements. The siting of the proposed Kingswood Golf Course Redevelopment project relative to the Moorabbin Airport N60/N65/N70 contours is presented in Figure 2 for N60 contours, Figure 3 for N65 contours and Figure 3 for N70 contours.


§ Figure 2 indicates that the central portion of the subject site is forecast to experience more than 200 noise events of 60 dB(A) or greater per average day, with the remaining areas subject to at least 150 such events;

§ Figure 3 indicates the subject site is forecast to experience approximately

50 aircraft noise events of 65 dB(A) or greater per average day; and

§ Figure 4 indicates that the majority of the subject site is forecast to experience more than 20 aircraft noise events of 70 dB(A) or greater per average day.

NASF Guideline A, clause 29, states Commonwealth, State and Local Governments and Airport Operators should support effective disclosure of aircraft noise to prospective residents. This is required where ultimate capacity noise modelling for the airport indicates the following: § 20 or more daily events greater than 70 dB(A); § 50 or more daily events of greater than 65 dB(A); and § 100 events or more daily events of greater than 60 dB(A).

It is recommended that Kingston City Council and MAC should support effective disclosure of aircraft noise to prospective residents locating at the proposed site to comply with NASF Guideline A.

3.2 Aircraft movements over the site Figure 5 indicates the actual aircraft training circuits positioned over the subject site (based on Figure 11.3 of the Moorabbin Airport Master Plan 2015, p 219). A typical circuit as taught to students involves an initial climb to 500 feet (the upwind leg). On reaching 500 feet, a left 90-degree turn is initiated. The pilot then climbs through 700 feet (the crosswind leg) before a further left 90-degree turn to establish the aircraft on a course parallel to the runway (downwind leg). The downwind leg should be flown at an altitude of 1,000 feet above ground level, however anything within 100 feet of this height is considered safe and acceptable. The end of the downwind leg is usually judged when the threshold of the landing runway is 45-degree behind the pilot. Here a third left 90-degree turn is made and the aircraft descends towards the extended runway centreline (the base leg). Once approaching the centreline, the pilot turns onto final approach and conducts the landing. Based on this procedure, the location of the subject site beneath the downwind leg of the circuit for operations on Runway 17L/35R and 13L/31R, and the nature and volume of future aircraft movements at Moorabbin Airport, the following conclusions can be drawn: § Aircraft will pass overhead the site at a height of approximately 1000 feet,

every minute or so whenever circuit training operations are in progress;


§ Other than days where weather conditions prevent circuit flying (around 1 day in 20 on average), circuit training will occur for most if not all of the following periods: − 8am to 9pm on weekdays in winter; − 8am to 10pm on weekdays in summer; and − 8am to 8pm on weekends all year round;

§ There will be no periods of respite due to operations on alternating runways as the subject site is exposed to circuits for all runway directions; and

§ Each aircraft event is likely to be audible, even if not exceeding the 60 dB(A) threshold for the N-above contours.

Yours faithfully For and on behalf of LAMBERT & REHBEIN (SEQ) PTY LTD

RAELENE CORNER BS(AES), MURP, MPIA, CPP SENIOR AIRPORT PLANNER Enc: Figures 1 - 5

Documents

KINGSWOOD GOLF COURSE REDEVELOPMENT...Level 15, Corporate Centre One, 2 Corporate Court, Bundall, QLD 4217, Australia Offices in Sydney, The Hunter, Orange & Hong Kong t +61 7 5593