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EPBC Reference: 2010/5747

July 2014

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VOLUME 9

DRAFT ENVIRONMENTAL IMPACT STATEMENT FOR FLYING OPERATIONS OF THE F-35A LIGHTNING II

APPENDICES A - E

Disclaimer This document is published in accordance with and subject to an agreement between Coffey and the client for whom it has

been prepared, Department of Defence (‘Client’), and is restricted to those issues that have been raised by the client in its

engagement of Coffey and prepared using the standard of skill and care ordinarily exercised by environmental scientists in the

preparation of such documents.

Any person or organisation that relies on or uses the document for purposes or reasons other than those agreed by Coffey and

the Client without first obtaining the prior written consent of Coffey, does so entirely at their own risk and Coffey denies all

liability in tort, contract or otherwise for any loss, damage or injury of any kind whatsoever (whether in negligence or otherwise)

that may be suffered as a consequence of relying on this document for any purpose other than that agreed with the Client.

© Coffey Environments Australia Pty Ltd ABN 65140765902. July 2014

126 Trenerry Crescent Abbotsford Vic 3067 Australia

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Report Reference No.:ENAUABTF1446_6

Project Director Carolyn Balint

Project Manager Kristen Hall

Record of Distribution

Report Status Details Date Authorised by

V1 First Draft to Client November 2013 Carolyn Balint

V2 Second Draft to Client February 2014 Carolyn Balint

V3 Final Draft to Client March 2014 Carolyn Balint

V4 Draft to Department of Environment April 2014 Carolyn Balint

V5 Final July 2014 Carolyn Balint

GUIDE TO THE ENVIRONMENTAL IMPACT STATEMENT

The Draft Environmental Impact Statement for Flying Operations of the F-35A Lightning II

consists of 12 volumes. A table of contents, including lists of figures, tables, plates and

appendices, is located at the beginning of Volumes 1 to 7.

Executive Summary

Volume 1 Project Background (Chapters 1 to 7)

Volume 2 RAAF Base Williamtown and Salt Ash Air Weapons Range (Chapters 8 to 15)

Volume 3 RAAF Base Tindal (Chapters 16 to 23)

Volume 4 RAAF Base Townsville (Chapters 24 to 31)

Volume 5 RAAF Base Darwin (Chapters 32 to 39)

Volume 6 Other Bases (Chapters 40 to 42)

Volume 7 Environmental Management Framework

Volume 8 References and Glossary

Volume 9 Appendices A to E

Volume 10 Appendix F

Volume 11 Appendices G to I

Volume 12 Appendices J to M

EPBC Reference: 2010/5747

July 2014

Prepared by

DRAFT ENVIRONMENTAL IMPACT STATEMENT FOR FLYING OPERATIONS OF THE F-35A LIGHTNING II

APPENDIX E

�

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0000

Planning and Land Use Assessment F-35A Lightning II Environmental Impact Statement RAAF Base Williamtown and Salt Ash Air Weapons RangeClient: Coffey Environments Australia Pty Ltd

Date: 10 March 2014

Contact: Marion Lourens02 9387 2600

Sydney 02 9387 2600

Level 6332 – 342 Oxford StreetBondi Junction NSW 2022

www.elton.com.au [email protected] | Canberra | DarwinABN 56 003 853 101

Prepared by Marion Lourens

Reviewed by Jenny Rudolph

Date 10 March 2014

Document name RAAF_Base_Williamtown_Land_Use_Assessment 100314.docx

Versionv8160114

(supersedes: v1 020312; v2040412; v3 270912; v4 101013; v5111113; v6121113; v7181213; v100314)

Contents

1 EXECUTIVE SUMMARY 7

2 INTRODUCTION 9

2.1 The proposal 9

2.2 Approval requirements 10

2.3 Purpose 10

2.4 Methodology 11

3 SITE IDENTIFICATION 13

3.1.1 RAAF Base Williamtown 133.1.2 Salt Ash Air Weapons Range 13

3.2 Study area 16

4 ASSESSMENT OF RELEVANT PLANNING INSTRUMENTS 19

4.1 Commonwealth planning instruments 194.1.1 Environment Protection and Biodiversity Conservation Act, 1999 19

4.2 State planning instruments 224.2.1 Environmental Planning and Assessment Act, 1979 224.2.2 Heritage Act, 1977 224.2.3 State Environmental Planning Policies 244.2.4 Port Stephens Local Environmental Plan, 2013 244.2.5 Port Stephens Development Control Plan 274.2.6 Port Stephens Council Aircraft Noise Policy, 2010 28

5 ASSESSMENT OF LAND TENURE AND STRATEGIC PLANNING MATTERS 30

5.1 Existing land use 30

5.2 Land tenure 32

5.3 Native Title 32

5.4 Future growth and land use 335.4.1 Urban growth areas 335.4.2 Residential growth 355.4.3 Employment growth areas 39

5.5 Assessment of strategic framework 39

6 ASSESSMENT OF IMPACTS ON LAND USE AND PLANNING 43

6.1 Assessment of impact – Runway alternatives 436.1.1 Possible runway extension 446.1.2 Possible runway translocation 466.1.3 Possible runway duplication 48

6.2 Assessment of impact – Aircraft operations 506.2.1 Likely impact on residential land uses 50

6.2.2 Likely impact on sensitive land uses 546.2.3 Likely impact on recreational areas 556.2.4 Likely impact on property values 57

7 CONCLUSIONS 62

8 REFERENCES 65

FIGURES

Figure 1 RAAF Base Williamtown and Salt Ash Air Weapons Range ...................................... 14Figure 2 RAAF Base Williamtown (WLM) locality map .......................................................... 15Figure 3 2025 ANEF – RAAF Base Williamtown .................................................................... 17Figure 4 Williamtown ANEC 2025 ....................................................................................... 18Figure 5 Items on the State heritage register ...................................................................... 23Figure 6 Planning zones surrounding RAAF Base Williamtown and SAAWR – LEP 2013 .......... 25Figure 7 Aircraft Noise Planning Area ................................................................................. 29Figure 8 Land uses within the study area ............................................................................ 30Figure 9 Native Title within the study area .......................................................................... 32Figure 10 Lower Hunter Regional Strategy Map .................................................................... 34Figure 11 Port Stephens Planning Strategy Map .................................................................... 35Figure 12 Williamtown – Extended 10,000ft runway option .................................................... 45Figure 13 Williamtown – Translocated and extended alternative 10,000ft runway ................... 47Figure 14 Williamtown – Extended 10,000ft runway and duplicated runway alternative ........... 49Figure 15 Medowie growth areas ......................................................................................... 52Figure 16 Future growth – Tanilba Bay and neighbouring communities .................................. 53Figure 17 Location of sensitive land uses (non-residential) near RAAF Base Williamtown ......... 56Figure 18 Capital growth in median prices (houses) – Medowie ............................................. 59Figure 19 Capital growth in median prices (unit) - Medowie ................................................... 60Figure 20 Capital growth in median prices (houses) – Raymond Terrace ................................ 60Figure 21 Capital growth in median prices (unit) – Raymond Terrace ..................................... 61Figure 22 ANEF 2012 and ANEF 2025 ................................................................................... 70Figure 23 Australia’s Major Cities – Population change from 2001 to 2010 ............................. 75Figure 24 Medowie Structure Plan – Land Use Activities ........................................................ 88Figure 25 Aircraft noise in relation to Medowie ..................................................................... 89Figure 26 Defence and Airport Related Employment Zone – Locality Plan ............................... 90

TABLES

Table 1 RAAF Base Williamtown Commonwealth Heritage ................................................... 21Table 2 Consistency with State Environmental Planning Policies .......................................... 24Table 3 Key urban precincts and future growth areas ......................................................... 33Table 4 Potential growth areas – Lower Hunter Regional Strategy ....................................... 36Table 5 Potential growth areas – Port Stephens Planning Strategy ...................................... 36Table 6 Estimated residential zoned potential dwelling yields 2011-2036 (sites awaiting subdivision) ........................................................................................................................... 37Table 7 Estimated potential infill dwelling yields ................................................................. 37Table 8 Summary of potential dwelling yields ..................................................................... 38Table 9 Consistency with strategic framework .................................................................... 39Table 10 Possible runway extension - Assessment of likely impact ........................................ 44Table 11 Possible runway translocation – Assessment of likely impact ................................... 46Table 12 Possible runway duplication - Assessment of likely impact ....................................... 48Table 13 Residential sites encompassed by Williamtown ANEF contours - before and after proposed introduction of the F35A aircraft ................................................................................ 50Table 14 Change in residential dwellings encompassed by Williamtown ANEF contours .......... 51Table 15 ANEF rating - Before and after introduction of the proposed F-35A aircraft for other sensitive land uses .................................................................................................................. 54Table 16 F-32 Low altitude procedures at 1,500ft – typical fast jet maximum noise levels, dB Lmax ........................................................................................................................... 58Table 17 Property values – Port Stephens ............................................................................ 59Table 18 Building Site Acceptability based on ANEF zones – AS2021-2000 ............................. 69Table 19 Special Purposes Zone SP2 Infrastructure .............................................................. 72Table 20 Other relevant provisions within the Port Stephens Local Environmental Plan, 2013 . 72Table 21 Proposed Action ................................................................................................... 85Table 22 Proposed centres hierarchy relevant to the proposal ............................................... 87

ABBREVIATIONS

Abbreviation Description

ANEC Australian Noise Exposure Concept

ANEF Australian Noise Exposure Forecast

ANEI Australian Noise Exposure Index

Defence Department of Defence

DSEWPaC Department of Sustainability, Environment, Water, Population and Communities

EIS Environmental Impact Statement

EPBC Act Environment Protection and Biodiversity Conservation Act 1999

F-35A aircraft F-35A Lightning II aircraft

JSF Joint Strike Fighter

NACC Project New Air Combat Capability Project

NSW New South Wales

NT Northern Territory

PER Public Environment Report

QLD Queensland

RAAF Royal Australian Air Force

RAAF Base Darwin

Royal Australian Air Force Base Darwin

RAAF Base Tindal

Royal Australian Air Force Base Tindal

RAAF Base Townsville

Royal Australian Air Force Base Townsville

RAAF Base Williamtown

Royal Australian Air Force Base Williamtown

Salt Ash AWR Salt Ash Air Weapons Range

RAAF Base Williamtown Planning and Land Use Assessment Elton Consulting 7

1� Executive Summary

A planning and land use assessment for the proposed introduction of the F-35A Lightning II Joint Strike Fighter (F-35A) flying operations at Royal Australian Air Force Base Williamtown (RAAF Base Williamtown) and Salt Ash Air Weapons Range has been carried out.

The Australian Government Department of Defence (Defence) will replace the existing F/A18A/B Hornet aircraft with a fleet of 72 F-35A aircraft under the Phase 2A/B of the New Air Combat Capability Project

The 72 F-35A aircraft would be permanently based at the following Main Operating Bases.

»� 56 are proposed to be based at RAAF Base Williamtown, New South Wales; and

»� 16 are to be based at RAAF Base Tindal, Northern Territory.

The assessment has been prepared to address the land use assessment requirements of the EIS Guidelines. Specifically, the proposed replacement of existing F/A-18A/B Hornet operations with the F-35A aircraft has been assessed. The assessment included:

»� A review of the relevant planning instruments and the strategic land use framework to determine the implications of relevant plans, strategies and policies on the proposed F-35A aircraft operations and identify future planned urban growth;

»� Identification of existing and future land uses that may be affected by the proposed operation of the F-35A aircraft were considered;

»� Identification of the likely impact on land use planning and potential restrictions on future use of land and noise sensitive land uses; and

»� Preparation of a discussion on the implications of a changing noise environment on property values.

Defence has also nominated possible alternatives to extend the runway for the safety of trainee pilots. The nominated options have also been considered as part of this land use assessment and include:

»� Proposed runway extension;

»� Proposed runway translocation and extension; or

»� Proposed runway duplication.

The outcomes of this assessment are detailed as follows:

Strategic Framework

A review of relevant strategic plans, policies and strategies applicable to the proposed action and future development within the Port Stephens Local Government Area has determined that identified future growth areas are located outside the 20 contour of the 2025 ANEF.

Implementation of the 2025 ANEC would be unlikely to impact on identified growth areas.Notwithstanding, in the event that the 2025 ANEC is endorsed, it would be appropriate that the existing strategic framework and in particular, the Medowie Strategy be reviewed for consistency with the new ANEF.

8 RAAF Base Williamtown Planning and Land Use Assessment Elton Consulting

Runway alternatives

The assessment determined that the possible runway extension option would result in the least impact on land uses and infrastructure in the surrounding locality and consequently, this is identified as the preferred option from a land use assessment perspective.

Likely impact to existing residential land uses

An assessment of the likely impact of proposed flying operations of the F-35A aircraft on existing residential land uses identified the likely change in ANEF for residential dwellings before and after the proposed introduction of the F-35A aircraft. The comparison demonstrated that the net effect of potential F-35A aircraft operations in the 2025 ANEF has resulted in significant improvements to overall residential land use impacts relative to the 2012 ANEF. Notwithstanding, some residential areas may experience increased noise impacts arising from F-35A aircraft operations.

Any future development of residential land uses would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise, included within Australian Standard AS2021-2000 - Acoustics-Aircraft noise intrusion-Building siting and construction. This would be regulated through implementation of the Port Stephens Local Environmental Plan, 2013.

Likely impact to non residential sensitive land uses

The assessment of the likely impact of F-35A aircraft operations on non residential sensitive land uses demonstrated that the net effect of potential F-35A aircraft operations in the 2025 ANEF has resulted in improvements in likely impacts for some noise sensitive land uses relative to the 2012 ANEF. Notwithstanding, some sensitive land uses may experience increased noise impacts arising from F-35A aircraft operations.

Any future development of noise sensitive land uses would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise, that is included within AS 2021-2000. This would be regulated through implementation of the local environmental plan.

Likely impact on recreational areas

The assessment of likely impact on recreational areas concluded that the predicted impact of the proposed activity on recreational areas is expected to be negligible.

Likely impact to property values

Consideration to the likely impact of proposed operation of the F-35A aircraft on property values determined that:

»� Previous studies relating to civil airfields indicate that a 5% to 10% reduction in property value may arise for a 10dB increase in aircraft noise levels. Direct application of these figures must be applied with caution as the values of individual properties fluctuate for a variety of international, national and local economic reasons of which exposure to aircraft noise is but one potential factor. Research has shown that a range of factors influence the selling price of a house, including: house attributes, seller characteristics; seller strategies; bargaining strength; spatial competition; and temporal factors –the time of the sale and season of the sale.

Consequently, there is no certainty that the introduction of the F35A aircraft will result in any direct impact to property valuations.

»� Data indicates that house prices in Medowie and Raymond Terrace increased over 2012, despite the proximity and operations of the airport.


2� Introduction

2.1� The proposal The Australian Government Department of Defence (Defence) will replace the existing F/A18A/B Hornet aircraft with a fleet of F-35A Lightning II Joint Strike Fighter aircraft (F-35A aircraft) under Phase 2A/B of the New Air Combat Capability Project.

The 72 F-35A aircraft would be permanently based at the following Main Operating Bases:

»� 56 are proposed to be based at RAAF Base Williamtown, New South Wales; and

»� 16 are to be based at RAAF Base Tindal, Northern Territory.

An additional 28 F-35A aircraft are proposed to be acquired under aPhase 2C of the New Air Combat Capability Project to replace the current F/A-18F Super Hornets currently based at RAAFBase Amberley in Queensland (Marshall Day, 2013). These aircraft do not form part of the proposal, which is the subject of this report.

This report provides an assessment of land use impacts that may occur as a result of the proposed flying operations of the F-35A aircraft operating at RAAF Base Williamtown and Salt Ash Air Weapons Range. The proposed operations of the F-35A aircraft include:

»� Taxiing and engine run-up (including during maintenance), take-off and landing, approaches and departures and circuits at RAAF Base Williamtown; and

»� Live firing (gunnery including air-to-air firing and air to-surface strafing) at the Salt Ash Air Weapons Range.

Defence has also nominated possible alternatives to extend the runway at Williamtown from 2,438m to 3,048m for the safety of trainee pilots.

»� Runway extension: involving the extension of 270 m to the northwest and 340 m to the southeast (all within the current base boundary). The resultant runway would be extended by 610m, to achieve a total runway length of 3,048m (10,000ft);

»� Runway translocation and extension: shifting the runway to the southeast along its current alignment. The northwest end would move 1,190m to the southeast and the southeast end would move 1,800m to the southeast, extending beyond the current base boundary and requiring the realignment of Medowie Rd and Nelson Bay Road. The resultant runway would be extended by 610m, to achieve a total runway length 3,048m (10,000ft); or

»� Runway duplication: extension of the existing runway by 610m to the southeast to achieve a total runway length of 3,048m (10,000ft) and creation of a new duplicated 2,440m runway to the northeast extending beyond the current base boundary requiring the realignment of Medowie Rd and Nelson Bay Road. The centreline of the duplicated new runway would be offset 300m northeast from the centreline of the existing runway. The northwest end of the new runway would be adjacent to the current southeast end of the existing runway.


2.2� Approval requirements The Project requires an Environmental Impact Statement (EIS) for the proposed flying operations associated with the F-35A aircraft under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act).

The proposal was referred to the Department of the Environment, who determined an EIS is required in accordance with the Guidelines for an Environmental Impact Statement for Flying Operations of the F-35A Joint Strike Fighter, published by DSEWPaC, dated May 2011 (the EIS Guidelines).

The relevant controlling provisions for the proposal are:

»� Wetlands of International Importance (sections 16 and 17B);

»� Listed threatened species and ecological communities (sections 18 and 18A);

»� Listed migratory species (sections 20 and 20A); and

»� Commonwealth action (section 28).

The proposed action is being undertaken by the Department of Defence on Commonwealth land and national airspace, triggering the provisions of the EPBC Act. The proposed action is therefore not subject to State or local government approval requirements.

Consideration of the runway alternatives is not a specific requirement identified in the EIS Guidelines. This matter has been considered within this report in order to identified potential land use impacts that would need to be addressed should Defence determine that they wish to move forward with a specific runway extension alternative. A detailed assessment of the nominated alternative would be required at a later stage.

2.3� Purpose The purpose of the EIS is to identify and assess environmental issues associated with the flying operations of the F-35A aircraft at various locations around Australia. Base operational matters such as ongoing maintenance tasks common to the operation of the all aircraft are not considered within the scope of issues.

The purpose of this report is to address potential land use impacts associated with the proposed flying operations of the F-35A aircraft at RAAF Base Williamtown and Salt Ash Air Weapons Range. The assessment also considers the land use impact associated with the runway alternatives at RAAF Base Williamtown to accommodate the proposed F-35A aircraft.

The potential land use impacts assessed in this report address the following sections of the EIS Guidelines:

»� Section 6 Background:

D� Relevant Planning Instruments.

»� Section 7 Location and Tenure:

D� Land tenure;

D� Land zoning; and

D� Strategic planning matters.

»� Section 11 Environmental values and management of impacts:

D� 11.1.2 Location and potential impact on noise sensitive land uses; and

D� 11.2.3 Discussion of changes to occur to the noise environment on property values and potential restrictions on future use of land.


All matters relating to acoustic, environmental or social impacts are considered in separate reportsprepared by other consultants.

2.4� Methodology The methodology for this study has been framed to respond to the relevant sections in the EIS Guidelines. The methodology includes:

1.� A review of the relevant planning instruments that regulate development at a Commonwealth, State and local level has been undertaken.

State and local planning legislation does not apply to Commonwealth land, however land uses outside Commonwealth land are regulated by local and State planning provisions. Consequently, consideration has been given to all statutory planning provisions that may be relevant to the proposed activity to identify and address potential land use impacts that may arise as result of the proposed flying operations of the F-35A aircraft.

A review of the following legislation has been undertaken:

Commonwealth legislation

»� Environment Protection and Biodiversity Conservation Act, 1999.

State and local legislation

»� Environmental Planning and Assessment Act, 1979;

»� Heritage Act, 1977;

»� State Environmental Planning Policies;

»� Port Stephens Local Environmental Plan, 2013

»� Port Stephens Development Control Plan 2013.

The above matters are addressed in Sections 4.1 – 4.2 of this report.

2.� Review the strategic land use framework at a Commonwealth, State, regional and local level to determine the implications of relevant plans, strategies and policies on the proposed F-35A aircraft operations and identify future planned urban growth.

A review of the following planning matters has been undertaken:

Commonwealth planning matters

»� Sustainable Population Strategy; and

»� Our Cities, Our Future – A national urban policy for a productive, sustainable and liveable future.

State planning matters

»� NSW 2021;

»� NSW State Infrastructure Strategy 2012 -2032; and

»� NSW Long Term Transport Master Plan 2012.

Regional planning matters

»� Lower Hunter Regional Strategy;

»� Lower Hunter over the next 20 years. A discussion paper (March 2013);

»� Lower Hunter Regional Conservation Plan; and


»� Hunter Regional Plan 2012 – 2022.

Local planning matters

»� Port Stephens Council Aircraft Noise Policy 2010;

»� Port Stephens Planning Strategy 2011;

»� Port Stephens Futures Strategy;

»� Port Stephens Rural Strategy and Rural Lands Study;

»� Port Stephens Commercial and Industrial Lands Study;

»� Medowie Strategy; and

»� Williamtown Defence and Airport Related Employment Zone Land Use Development Strategy.

The above matters are addressed in Section 5.4- Section 5.5 and Appendix C of this report.

3.� Identify existing and future land uses that may be affected by the proposed operation of the F-35A aircraft.

4.� A search of the Native Title tribunal website to identify if there are any registered Native Title determinations relevant to the proposal.

Identify the likely impact on land use planning and potential restrictions on future use of land and noise sensitive land uses. This involved a review of the Joint Strike Fighter Operations in Australia RAAF Base Williamtown F-35-A Noise Impact Assessment prepared by Marshall Day Acoustics, 2013 to identify potential changes to the noise environment and inform the discussion regarding the implications of a changing noise environment on property values.

5.� Obtain and analyse house price data in key locations in the study area to inform the discussion on the implications of a changing noise environment on property values.

6.� Following the analysis of items 1 – 6 above, as assessment was undertaken to outline potential land use and planning impacts that may be associated with the proposed flying operations of the F-35A aircraft.

»� Likely impact on residential and other sensitive uses

»� Likely impact on recreational areas

»� Likely impact on property values.


3� Site identification

3.1.1� RAAF Base Williamtown RAAF Base Williamtown is identified as one of the two Main Operating Bases at which it is proposed the F-35A aircraft will be permanently based. The site is wholly located within the Port Stephens Local Government Area in NSW and situated approximately 15km north of the Newcastle city centre, and approximately 9km south east of Raymond Terrace.

RAAF Base Williamtown has been a permanent fighter base since its construction in 1941. Newcastle Civil Airport began in 1947, when the Commonwealth Government agreed to allow civilian flight operations from this site. The civil airport is located south of the runway (Newcastle Airport Master Limited, 2007).

The Base property encompasses an area of approximately 800ha with a perimeter of approximately 15km, and is bounded by Nelson Bay Road to the south-east, Medowie Road to the east and Hunter Water Corporation land to the north and west.

3.1.2� Salt Ash Air Weapons Range The Salt Ash Air Weapons Range is directly associated with RAAF Base Williamtown and is used for air-to-ground strafing and bombing practice. It contains various target and support facilities.

Salt Ash Air Weapons Range is located approximately 6km north east of RAAF Base Williamtown,16km east of Raymond Terrace and 20km north of Newcastle. The site is bounded by Moffats Road, Old Swan Bay Road, Boundary Road and the Medowie State Forest. The site is also wholly located within the Port Stephens Local Government Area in NSW and occupies an area of approximately 2800ha.

The locations of RAAF Base Williamtown and the Salt Ash Air Weapons Range are identified in Figure 1 and Figure 2.


Figure 1 RAAF Base Williamtown and Salt Ash Air Weapons Range

(NSW Government, 2013c)


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ConnectorSource:Raods, rail, placenames and watercourses from GEODATA250k (Optimum scale 1:250,000).Imagery from ESRI ArcGIS online. Disclaimer: This figure has been produced for internal review only and may contain inconsistencies or omissions. It is not intended for publication.

2RAAF Base Williamtown (WLM)locality mapJoint Strike Fighter Project

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Figure 2: RAAF Base Williamtown (WLM)Locality Plan


3.2� Study area The study area for the land use assessment is identified as the extent of the geographical area required to appropriately assess possible impacts to land uses that may arise as a result of the proposed flying operations of the F-35A aircraft.

The study area has been identified through Australian Noise Exposure (ANE) modeling which identifies land that may be affected by flight activity from RAAF Base Williamtown.

The study area comprises land encompassed by the following:

»� The endorsed 2025 ANEF is shown in Figure 3.

The ANEF is the official forecast of future noise exposure patterns around an airport and they constitute the contours on which land use planning authorities base their controls. At any given time, there can only be a single ANEF map endorsed for an airfield (Marshall Day Acoustics, 2013).

The current endorsed forecast for RAAF Base Williamtown and Salt Ash Air Weapons Range isthe 2025 ANEF published in August 2011. The 2025 ANEF is based on the retirement of the entire F/A-18A/B Hornet fleet, and a total of three (3) squadrons of F-35A aircraft in operation (Marshall Day Acoustics, 2013).

»� The 2025 ANEC is shown in Figure 4.

The Australian Noise Exposure Concept (ANEC) are noise exposure contours for different potential operating scenarios, for example, in the process of examining flight path options or alternative aircraft operating procedures.

The 2025 ANEC takes into account potential F-35A aircraft operations at RAAF Base Williamtown and Salt Ash Air Weapons Range.

Details relating to the ANE system and relevant Australian Standards are addressed in Appendix A.

The study area is wholly contained within the Port Stephens Local Government Area.

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4� Assessment of relevant planning instruments

Section 6 and 7 of the EIS Guidelines requires that consideration be given to relevant planning instruments and land zoning.

This includes Commonwealth, State and local government legislation that is relevant to planning and land use that may be impacted by or impact upon the proposed flying operations of the F-35A aircraft.

Consideration of relevant planning instruments is provided below.

4.1� Commonwealth planning instruments

4.1.1� Environment Protection and Biodiversity Conservation Act, 1999

The EPBC Act provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places, defined in the EPBC Act as matters of national environmental significance.

The EPBC Act aims to:

»� Provide for the protection of the environment, especially matters of national environmental significance;

»� Conserve Australia’s biodiversity;

»� Protect biodiversity internationally by controlling the international movement of wildlife;

»� Provide a streamlined environmental assessment and approvals process where matters of national environmental significance are involved;

»� Protect our world and national heritage; and

»� Promote ecologically sustainable development.

(DoE, 2013a).

Approval is required to undertake an ‘action’ that is likely to have a significant impact on:

»� A matter of national environmental significance;

»� The environment of Commonwealth land; or

»� The environment anywhere in the world if the action is undertaken by the Commonwealth.

An ‘action’ includes a project, development, undertaking, activity, or series of activities (DoE, 2013a).

Matters of National Environmental Significance

Under the EPBC Act, any action that has, or is likely to have, a significant impact on a matter of national environmental significance may progress only with the approval of the Commonwealth Minister for the Environment under Part 9 of the EPBC Act.

The nine matters of national environmental significance to which the EPBC Act applies are:


»� World heritage sites;

»� National heritage places;

»� Wetlands of international importance (often called ‘Ramsar’ wetlands);

»� Nationally threatened species and ecological communities;

»� Migratory species;

»� Commonwealth marine areas;

»� The Great Barrier Reef Marine Park;

»� Nuclear actions; and

»� A water resource, in relation to coal seam gas development and large coal mine development.

(DoE, 2013a).

Discussion / Assessment

The relevant controlling provisions applicable to the natural environment are:

»� Wetlands of International Importance (sections 16 and 17B);

»� Listed threatened species and ecological communities (sections 18 and 18A); and

»� Listed migratory species (sections 20 and 20A).

An assessment of these Matters of National Environmental Significance has been undertaken by Ecological Australia as part of this EIS.

Commonwealth land or action undertaken by the Commonwealth

The EPBC Act also confers jurisdiction over actions that have a significant impact on:

»� The environment where the actions affect, or are taken on, Commonwealth land; or

»� Are carried out by a Commonwealth agency.

(DoE, 2013a).


The proposed operation of the F-35A aircraft is being undertaken by the Department of Defence on Commonwealth land and in national airspace. Approval is not required for the runway alternatives.

The relevant controlling provision applicable to Commonwealth land or an action undertaken by the Commonwealth under the EPBC Act is:

»� Commonwealth action (section 28).

This land use assessment has been undertaken in response to the above controlling provision.

Commonwealth Heritage List and Managing Commonwealth Heritage Places

The Commonwealth Heritage List, established under the EPBC Act, comprises natural, Indigenous and historic heritage places which are either entirely within a Commonwealth area, or outside the Australian jurisdiction and owned or leased by the Commonwealth or a Commonwealth Authority; and which the Minister is satisfied have one or more Commonwealth Heritage values.

The List can include places connected to defence, communications, customs and other government activities. The Act provides that places in the Commonwealth Heritage List are protected for their values (DoE, 2013b).



RAAF Base Williamtown is listed on the Commonwealth Heritage List as an historic place and is also identified on the Interim List for the Register of the National Estate (Non-statutory archive) as an Indigenous site. Details relating to the listing are provided within Table 1 below.

The proposed action is to be undertaken on Commonwealth land and in national airspace and there are no on ground works required as part of this proposal for this EIS. It is therefore assessed that the likely impact of the proposed action on items of Commonwealth heritage is not significant.

Table 1 RAAF Base Williamtown Commonwealth Heritage

Description Location List Class Place ID

Legal Status

Williamtown RAAF Base Group

Nelson Bay Rd, Williamtown RAAF, NSW, Australia

Register of the National Estate (Non-statutory archive)

Historic 102730 Interim list

Williamtown RAAF Base Group


Commonwealth Heritage List

Historic 105639 Listed place(22/06/2004)

Williamtown RAAF Base Indigenous Sites


Register of the National Estate (Non-statutory archive)

Indigenous 103916 Interim List(28/10/2003)

Williamtown RAAF Base Indigenous Sites


Commonwealth Heritage List

Indigenous 105648 Indicative Place

(DoE, 2013b)


4.2� State planning instruments

4.2.1� Environmental Planning and Assessment Act, 1979 The primary piece of legislation regulating land use in NSW is the Environmental Planning and Assessment Act, 1979 (EP&A Act) which is administered by the NSW Department of Planning and Infrastructure on behalf of the Minister.

The provisions of the EP&A Act enable the preparation of local environmental plans and State environmental planning policies to control development at the local, regional and State level. These environmental planning instruments provide the basis for determining whether development consent is required.

Part 3 of the EP&A Act sets out a process to make or amend an environmental planning instrument. An environmental planning instrument includes a State Environmental Planning Policy or Local Environmental Plan and may make provision for or with respect to matters such as, but not limited to:

»� Protecting, improving or utilising, to the best advantage, the environment;

»� Controlling development; and

»� Reserving land for use for the certain specified purposes.

The EP&A Act contains two regimes which impose requirements for planning approval:

»� Part 4 of the EP&A Act provides for the control of ‘development’, which requires development consent or is prohibited under an environmental planning instrument; and

»� Where a proposal does not require development consent, its environmental impacts must be assessed as an ‘activity’ under Part 5 of the EP&A Act.


The proposed action is being undertaken by the Commonwealth on Commonwealth land and national airspace, triggering the provisions of the EPBC Act. The proposed action is therefore not subject to the provisions of the EP&A Act.

Land uses outside Commonwealth land are regulated by State an local planning instruments. The application of the EP&A Act and any associated planning approvals is relevant to the proposal in order to identify and address potential land use impacts that may arise as result of the proposed operation of the F-35A aircraft.

4.2.2� Heritage Act, 1977 The Heritage Act conserves the environmental heritage of NSW and has the following objectives:

“(a) to promote an understanding of the State’s heritage,(b) to encourage the conservation of the State’s heritage,(c) to provide for the identification and registration of items of State heritage

significance, (d) to provide for the interim protection of items of State heritage significance, (e) to encourage the adaptive reuse of items of State heritage significance, (f) to constitute the Heritage Council of New South Wales and confer on it

functions relating to the State’s heritage,(g) to assist owners with the conservation of items of State heritage significance.”(Heritage Act, 1977)


The Act defines items of State and Local Heritage significance as follows:

»� State heritage significance, in relation to a place, building, work, relic, moveable object or precinct, means significance to the State in relation to the historical, scientific, cultural, social,archaeological, architectural, natural or aesthetic value of the item.

»� Local heritage significance, in relation to a place, building, work, relic, moveable object or precinct, means significance to an area in relation to the historical, scientific, cultural, social, archaeological, architectural, natural or aesthetic value of the item.

The Act is administered by the NSW Office of Environment and Heritage who maintain a State Heritage Inventory and a State Heritage Register in order to manage cultural heritage information assist in the identification, conservation and interpretation of Aboriginal and non-Aboriginal heritage values, sites and objects.��


A review of the State Heritage Inventory was undertaken and no items listed under the NSW Heritage Act were identified within RAAF Base Williamtown or Salt Ash Air Weapons Range. There are however, items of State heritage significance within the study area. Items on the State Heritage Register are identified in Figure 5 below.

The proposed action is to be undertaken on Commonwealth land and in national airspace and there are no on ground works required as part of this proposal. It is therefore assessed that the likely impact of the proposed action on items of State heritage is not significant.

Figure 5 Items on the State heritage register

(NSW Government, 2013a)


4.2.3� State Environmental Planning Policies State Environmental Planning Policies deal with issues significant to the State and the people of New South Wales. The table below provides an assessment of the proposed action against the relevant State Environmental Planning Policies:

Table 2 Consistency with State Environmental Planning Policies

State Environmental Planning Policy


14 – Coastal Wetlands

The aim of this policy is to ensure that the coastal wetlands are preserved and protected in the environmental and economic interests of the State. The policy includes restrictions on development of certain land and carrying out restoration works that may impact on coastal wetlands. The proposed action does not involve the carrying out of any ground works and consequently, the provisions of this policy are not considered to be applicable.

An assessment of the ecological issues associated with the proposed flight operations has been undertaken as part the impact assessment prepared by Ecological Australia.

44 – Koala Habitat Protection

This policy aims to encourage the proper conservation and management of areas of natural vegetation that provide habitat for koalas. The proposed action would not involve the removal of any vegetation or Koala habitat.

An assessment of the ecological issues associated with the proposed flight operations has been undertaken as part of the impact assessment prepared by Ecological Australia.

4.2.4� Port Stephens Local Environmental Plan, 2013 The Port Stephens Local Environmental Plan, 2013 was gazetted on 23 December 2013 and commenced on 22 February.

Zoning RAAF Base Williamtown and Salt Ash Air Weapons Range

The Port Stephens Local Environmental Plan, 2013 is accompanied by a zone map which identifies land use zones across the Local Government Area. Each zone is described with zone objectives, and what development is permissible (with or without consent), and what development is prohibited.

RAAF Base Williamtown and Salt Ash Air Weapons Range are both located within Special Purposes zone SP2 Infrastructure (Defence).

A full extract of the controls is included in Appendix B. The zoning of land surrounding RAAF Base Williamtown and Salt Ash Air Weapons Range is identified in Figure 6.

Date:

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Zoning of land within the study area

Surrounding land use zones, identified within the Port Stephens Local Environmental Plan, 2013 Zone Maps are broadly summarised as follows:

»� RAAF Base Williamtown:

D� Land zoned for urban development (residential or business) in proximity to the Salt Ash Air Weapons Range includes:

–� Land within Medowie is zoned for a range of urban purposes, predominately comprising residential and recreation zones. Additionally, there are pockets of land zoned for business and industrial purposes west of the Medowie township;

–� Land adjoining the southern boundary of RAAF Base Williamtown, comprising the Defence and Airport Related Employment Zone is zoned B7 Business Park; and

–� Land at Raymond Terrace which is zoned for a range of urban purposes, predominately comprising R2 Low Density Residential; R3 Medium Density Residential; B3 Commercial Core; B5 Business Development; IN1 General Industrial and RE1 Public Recreation.

D� The remaining surrounding land is zoned for environmental or rural purposes:

–� Land located immediately south east of RAAF Base Williamtown and Nelson Bay Road is zoned a mix of both SP2 Defence and RU2 Rural Landscape. The SP2 zoning reflects land more recently acquired by Defence;

–� Immediately west of the B7 Business Park zone (Defence and Airport Related Employment Zone) lies land zoned SP1 Special Activities;

–� Land adjoining the northern, north western and eastern boundaries of RAAF Base Williamtown is zoned E1 National Parks and Nature Reserves;

–� There are pockets of land adjoining to the northern and western boundary of RAAF Base Williamtown zoned SP1 Special Activities;

–� A RU2 Rural Small Holdings zone lies immediately north of Richardson Road and extends to toward the southern perimeter of Medowie;

–� Land to the west of Nelson Bay Road and adjoining the southern boundary of the B7 Business Park zone is zoned RU2 Rural Landscape. The rural zoning includes land fronting Cabbage Tree Road; and

–� Land fronting Slades Road, toward its intersection with Sandeman Street is zoned RU2 Rural Landscape.

»� Salt Ash Air Weapons Range:

D� Land zoned for urban development (residential or business) in proximity to Salt Ash Air Weapons Range includes:

–� Medowie lies immediately to the west and is zoned for a range of urban purposes, predominately comprising residential and recreation zones. Additionally, there are pockets of land zoned for business and industrial purposes west of the Medowie township; and

–� The communities of Tanilba Bay and Oyster Cove are located to the east and comprise a mix of residential and rural small holdings zones.

–� The community of Salt Ash is located to the south and is zoned RU2 Rural Landscape.


D� The remaining surrounding land is zoned for environmental or rural purposes:

–� Land adjoining the northern, north eastern and north western boundaries of Salt Ash Air Weapons Range is zoned RU2 Rural Landscape; and

–� Land adjoining the southern, south eastern and south western boundaries of Salt Ash Air Weapons Range is zoned E1 National Parks and Nature Reserves.

Other relevant provisions

The Port Stephens Local Environmental Plan, 2013 includes a number of provisions that relate to the application of AS 2021-2000 and the penetration of the Obstacle Limitation Surface.

A full extract of the controls is included in Appendix B.


Clauses 7.4 ‘Airspace operation’ and 7.5 ‘Development in areas subject to aircraft noise’ are in place to regulate future development that may be affected by aircraft operations at RAAF Base Williamtown and Salt Ash Air Weapons Range and ensure that future development will be assessed against criteria contained in AS 2021-2000. This will enable potential land use conflicts to be minimised and will provide certainty that future development will not compromise the operation of Defence activities.

It is considered necessary that the relevant planning authority continue to enforce land use regulations that relate to aircraft operations, as any relaxation in policy implementation may potentially lead to future land use conflicts.

4.2.5� Port Stephens Development Control Plan The Port Stephens Development Control Plan 2013 (DCP) was adopted by Port Stephens Council on Tuesday, 26 November 2013 and became effective on Saturday, 22 February 2014. The DCP provides further guidance to the Port Stephens Local Environmental Plan 2013 and applies to all land to which the Port Stephens Local Environmental Plan 2013 applies.

The proposed action by the Department of Defence is to be conducted on Commonwealth land and national airspace, triggering the provisions of the EPBC Act. The proposed action is therefore not subject to the provisions of the Port Stephens Development Control Pan, 2013.

Land uses outside Commonwealth land are regulated by local and State planning instruments. The application of the Port Stephens Development Control Plan, 2013 is relevant to the proposal in order to identify and address potential land use impacts that may arise as result of the proposed operation of the F-35A aircraft. Relevant sections of the Development Control Plan are detailed as follows:

B15 - Aircraft Noise for Buildings

This Part applies to land within the Aircraft Noise Planning Area. The Aircraft Noise Planning Area includes all areas in which the level of aircraft noise exposure is considered sufficiently significant as to warrant aircraft noise related development controls. These areas are located within:

»� The 2025 ANEF map 10th August 2011 (Department of Defence) – this map reflects the introduction of the F-35A aircraft and the continued operation of the Hawk aircraft; and

»� The former 2012 ANEF map (Department of Defence) – this map reflects the continued operation of the Hawk and Hornet aircraft.

The above ANEF maps are included within Figure 3 and Appendix A.

Discussion / Assessment Any future development is required to comply with controls within the development control plan. Relevant controls include a requirement to comply with the building site acceptability criteria shown in Table 2.1 of AS 2021-2000.


4.2.6� Port Stephens Council Aircraft Noise Policy, 2010The Aircraft Noise policy sets out principles that are to be followed in the assessment of affected Development Applications.

The Policy provides a framework for planning decisions and other Council programs relating to aircraft noise. It sets out principles that are to guide planning proposals, development assessment, provision of aircraft noise information and efforts to initiate aircraft noise amelioration programs.

The purpose of the Policy is to guide Port Stephens Council when exercising its planning and other functions as they relate to aircraft noise. The Policy aims to:

»� Recognise the fundamental significance of RAAF Base Williamtown, Newcastle Airport and Salt Ash Air Weapons Range at the Commonwealth, State, regional and local levels;

»� Protect the long-term operation of those facilities by preventing encroachment of incompatible activities that are sensitive to aircraft noise;

»� To ensure that aircraft noise impacts on the community are within acceptable limits; »� Allow a merit-based framework that is responsive to local expectations, weighs up potential

costs and benefits to the community, and promotes approaches that are cost-effective, equitable and affordable;

»� Ensure that planning and information management functions are exercised with a reasonable standard of care and diligence;

»� Facilitate the provision of information to the public about aircraft noise that is accurate and meaningful, and that enables people to make appropriate decisions; and

»� To promote a cooperative framework in which all interested stakeholders can contribute to the future planning of RAAF Base Williamtown-Newcastle Airport and its environs.

(Port Stephens Council, 2011a)

The policy identifies an aircraft noise planning area, shown in Figure 7 below. This area is defined based on the 2012 ANEF and 2025 ANEF. Within this area, the Policy establishes principles based on relevant State planning directions, Australian Standards and current best practice aircraft noise amelioration programs.

Detailed aircraft noise related development controls based on the Policy are set out in Chapter B15 of the Port Stephens Development Control Plan 2007. These controls adopt the Building Site Acceptability principles outlined in AS 2021—2000, but provide more definitive guidance regarding discretionary matters under that Standard.

Aircraft Noise Planning Area

The Aircraft Noise Planning Area defines the area within which aircraft noise should always be considered in planning and development decisions, generally in accordance with this Policy.

The ANEF 20 level is adopted in the policy as the appropriate minimum planning threshold and includes land within ANEF contours of 20 and higher. The current aircraft planning area map provided in Figure 7 below, is a composite of the 2025 ANEF and the 2012 ANEF.


Section 6.2 includes an assessment of the likely impact on land uses that may arise from changes to the noise environment from the proposed operation of the F-35A aircraft.


5� Assessment of land tenure and strategic planning matters

Section 7 of the EIS Guidelines requires that consideration be given to land tenure and strategic planning matters. These matters are considered below.

5.1� Existing land useThe study area comprises land wholly located within the Port Stephens Local Government Area and includes RAAF Base Williamtown and Salt Ash Air Weapons Range. Land uses throughout the study area are indicatively reflected in Figure 8 below and include:

»� Defence facilities (RAAF Base Williamtown and Salt Ash Air Weapons Range); »� Industrial land uses (Tomago, Heatherbrae and the Defence and Airport Related Employment

Zone); »� Commercial (Raymond Terrace); »� Urban precincts (Raymond Terrace and Medowie); »� Small residential communities »� Small rural landholdings (predominately around Williamtown and Medowie); »� Agricultural land; and »� Conservation, water supply catchments and other vegetated areas.

Figure 8 Land uses within the study area

(NSW Government, 2006)

Salt Ash Air Weapons Range




RAAF Base Williamtown is bounded by Nelson Bay Road to the south east, Medowie Road to the east and NSW crown land to the north and west (Tilligerry State Conservation Area and Hunter Water Corporation holdings).

Predominantly, land use surrounding RAAF Base Williamtown is identified as Environmental Protection, including water catchment and coastal lands. Additional land uses generally comprise small rural land holdings and Defence and Airport Related Development Zone land immediately to the south.

Rural land surrounding RAAF Base Williamtown is generally used for grazing purposes and hobby farms. Rural residential lots are located along the major road corridors of Cabbage Tree Road and Nelson Bay Road.

Residential areas are located to the north west of RAAF Base Williamtown in Raymond Terrace and toward the north in Medowie. Residential uses in both Raymond Terrace and Medowie comprise predominantly low density detached dwellings with commercial and open space land uses interspersed throughout.

Land uses around RAAF Base Williamtown are generally reflected in the zoning maps provided in Figure 6 of this report.


Salt Ash Air Weapons Range is bounded by the Medowie State Conservation areas to the north and west, Tilligerry State Conservation Area to the south and the eastern boundary is located immediately west of Moffats Road.

Land uses surrounding Salt Ash Air Weapons Range generally comprises open space and rural uses, with smaller areas of residential, environmental protection and industry.

Open space areas include the Medowie State Conservation Area and Medowie State Forest located to the north and west of Salt Ash Air Weapons Range and Tilligerry State Conservation Area located to the south.

Rural areas are located to the north and south of Salt Ash Air Weapons Range, specifically along Lemon Tree Passage Road. A small proportion of rural residential properties are also located to the east in Swan Bay.

Residential land uses are located toward the west in Medowie, to the north west of RAAF Base Williamtown in Karuah and Salt Ash.

Environmental Protection areas are predominately located south of Salt Ash Air Weapons Range,with additional areas toward the north east and south west.

Land uses around RAAF Base Williamtown are generally reflected in the zoning map provided in Figure 6 of this report.


The Port Stephens Local Environmental Plan, 2000 and the Port Stephens Local Environmental Plan, 2013 each contain clauses that are in place to regulate future development within the above localities so that potential land use conflicts are minimised and to provide certainty that future development will not compromise the operation of Defence activities.

It is considered necessary that land use regulations that relate to aircraft operations continue to be enforced as any relaxation in policy implementation may potentially lead to future land use conflicts.


5.2� Land tenure RAAF Base Williamtown and Salt Ash Air Weapons Range comprise Commonwealth land managed by the Department of Defence. Defence has leased 28ha of land to the south of the runway to Newcastle Airport Limited until 2045 (Newcastle Airport Limited, 2007).

A high level assessment of surrounding land indicates that within the urban precincts and rural landholdings are predominately privately owned.


Development on Commonwealth land and in national airspace is not subject to local or State approval requirements.

Future development on privately owned land within the study area is subject to local and State approval requirements and consequently, will be required to comply with the relevant clauses of the applicable local environmental plan and other planning instruments.

5.3� Native Title A search of the National Native Title Tribunal website identified that there are no registered Native Title determinations or registered claims over RAAF Base Williamtown or Salt Ash Air Weapons Range. There are however, some applications and determinations affecting land within the study area. These areas are summarised below and are identified within Figure 9.

»� There is a Native Title Application affecting land toward the western boundary of the studyarea, described as: D� Tribunal ID No: NC2013/002 under the name of the Awabakal and Guringai People.

»� There are a number of Native Title Determinations affecting land south east of RAAF Base Williamtown and south of Salt Ash, described as: D� Tribunal ID No: NND2005/002 under the name of Worimi Local Aboriginal Land Council #1; D� Tribunal ID No: NND2005/003 under the name of Worimi Local Aboriginal Land Council #2;

and D� Tribunal ID No: NND2012/001 under the name of Worimi Local Aboriginal Land Council #5.

Figure 9 Native Title within the study area

(National Native Title Tribunal, 2013)





The proposed action will not involve any land development and therefore no impacts on Native Title are expected.

5.4� Future growth and land use

5.4.1� Urban growth areasRegional planning for the Lower Hunter Region (NSW Government, 2006 and Port Stephens Council, 2011b) identifies significant growth in the Hunter Region leading up to 2036.

The Lower Hunter Regional Strategy provides a regional strategy map that identifies major urban precincts, employment lands and future urban growth areas across the Lower Hunter Region. Key urban precincts and future growth areas within the study area are detailed in Table 3 below and are shown in Figure 10.

Table 3 Key urban precincts and future growth areas

Existing Urban Precincts Future Urban Growth Areas

Major regional centres Proposed urban areas

Raymond Terrace Tanilba Bay

Medowie

North Raymond Terrace

Employment land Renewal corridors

Tomago

Heatherbrae

Beresfield

None identified within the study area

Emerging major regional centres Proposed employment land

None identified within the study area Land adjacent RAAF Base Williamtown

Future freight hub and employment lands

None identified within the study area



Figure 10 Lower Hunter Regional Strategy Map



The Port Stephens Planning Strategy identifies two major urban growth corridors (Primary Growth Corridor and Eastern Growth Corridor) within the Local Government Area as well as an additional urban release area and urban support areas. Refer to Figure 11.

Matters relating to the urban and employment growth areas are addressed in Section 5.4.2 and 5.4.3 below.

Figure 11 Port Stephens Planning Strategy Map

(Port Stephens Council, 2011b)


All of the localities identified within the Primary Growth Corridor and Eastern Growth Corridor lie outside the contours of the 2025 ANEF and 2025 ANEC. The relevant maps are shown in Figure 3 and Figure 4 and Appendix A.

5.4.2� Residential growth The Lower Hunter Regional Strategy forecasts a regional population of 675,000 persons by 2031. This equates to an additional 160,000 persons over the period 2006–2031.

Estimated future residential growth identified within the Lower Hunter Regional Strategy and the Port Stephens Planning Strategy varies considerably. However, it is anticipated that the region is set to experience considerable residential growth until 2036.

For the area surrounding RAAF Base Williamtown and Salt Ash Air Weapons Range, future land use patterns are projected to remain generally consistent with the existing urban form, with the most significant growth of population forecast in the growth areas described below.

The Department of Planning and Infrastructure have identified the dwelling capacity projections for Port Stephens, identified in Table 4.


Table 4 Potential growth areas – Lower Hunter Regional Strategy

Potential growth areas Dwelling capacity projections

Centres 3300

Urban infill 2000

New release areas 7200

Total dwellings 12,500


According to 2011 Census data, the Port Stephens Local Government Area is identified as having an average of 2.4 people per household. Based on an estimated new dwelling yield of 12,500, the estimated population of growth within the Port Stephens Local Government Area could amount to 30,000 leading up to 2031.

The Port Stephens Planning Strategy identifies potential for significantly higher growth between 2011 and 2036 in three key areas, as identified in Table 5.

Table 5 Potential growth areas – Port Stephens Planning Strategy

Potential growth areas Dwelling capacity projections up to 2036

Sites awaiting subdivision 7,772

Potential infill development 2455

New release areas 14,441

Total dwellings 24,668


Based on an average of 2.4 people per household, identified through the 2011 census for Port Stephens, the Port Stephens Planning Strategy would anticipate population growth of approximately 59,200 people, accounting for a new dwelling yield of 24,668.

The Port Stephens Planning Strategy estimates that future dwelling demand will continue at an average rate of 340 houses and 220 multi-unit dwellings per year, based on the previous seven years’ average for dwelling approvals.

Sites awaiting subdivision

The Port Stephens Planning Strategy identifies that up to 7,772 dwellings may be developed on existing residential zoned land within the Port Stephens Local Government Area although development constraints are likely to result in a lower yield (Port Stephens Council, 2011b). Abreakdown of expected dwelling yield forecast up to 2036 is provided in Table 6.


Table 6 Estimated residential zoned potential dwelling yields 2011-2036 (sites awaiting subdivision)

Locality Dwellings forecast up to 2036

Kings Hill 4,500

Raymond Terrace – Heatherbrae -Nelsons Plains 480

Rural West 0

Medowie 220

Karuah 124

Tilligerry – Lemon Tree Passage – Mallabula – Tanilba Bay 201

Anna Bay – Boat Harbour – Fishermans Bay - One Mile 234

Shoal Bay – Fingal Bay 40

Nelson Bay 169

Salamander Bay – Corlette – Soldiers Point – Taylors Beach 408

Rural East 0

Fern Bay - Fullerton Cove 1,396

Total 7,772*

* Some of the above development may have taken place following implementation of the strategy


Potential infill development

The Port Stephens Planning Strategy identifies that up to 2,455 new dwellings may be developed as infill development within the Port Stephens Local Government Area. A breakdown of expected dwelling yield forecast for infill development up to 2036 is provided in Table 7.

Table 7 Estimated potential infill dwelling yields


Kings Hill 0

Raymond Terrace – Heatherbrae - Nelsons Plains 800

Rural West 70

Medowie 63

Karuah 100

Tilligerry - Lemon Tree Passage - Mallabula - Oyster Cove – Tanilba Bay 200

Anna Bay - Boat Harbour - Fishermans Bay - One Mile 150

Shoal Bay - Fingal Bay 150

Nelson Bay 600



Salamander Bay - Corlette - Soldiers Point - Taylors Beach 230

Rural East 50

Fern Bay - Fullerton Cove 42

TOTAL 2,455


New release areas

New release or greenfield release areas refers to new urban development at the fringe of existing urban areas.

The Port Stephens Planning Strategy estimates that the total land supply for residential land in Port Stephens over the period 2011 to 2036 will be 13,241 dwellings, excluding the Wallalong potential urban release area. Refer to Table 8.

Table 8 Summary of potential dwelling yields

Area Dwellings

Raymond Terrace North (Kings Hill) 4,500

Raymond Terrace - Heatherbrae - Nelsons Plains 1,280

Rural West 70

Medowie 2,704

Karuah 474

Tilligerry - Lemon Tree Passage - Mallabula - Tanilba Bay 556

Anna Bay 440

Shoal Bay - Fingal Bay 190

Nelson Bay 769

Salamander Bay - Corlette - Soldiers Point - Taylors Beach 265

Rural East 50

Fern Bay - Fullerton Cove 1,438

TOTAL 13,241

Wallalong Potential Urban Release Area 1,200

TOTAL 14,441



Future residential development throughout the Port Stephens Local Government Area would be required to comply with the provisions of the applicable local environmental plan. All existing planning instruments that affect the Port Stephens area contain provisions that apply to development in areas subject to airport noise and protection of airspace operations. The endorsed ANEF would apply to any land use assessment.

A detailed analysis of impacts from the F-35A aircraft flying operations on future residential growth is provided in Section 6.2 of this report.


5.4.3� Employment growth areas Newcastle Airport, RAAF Base Williamtown and the Port of Newcastle are identified as major economic drivers for the Local Government Area.

The Port Stephens Planning Strategy identifies expected growth in major employments areas within the Local Government Area and in proximity to RAAF Base Williamtown and Salt Ash Air Weapons Range as follows:

Williamtown

Williamtown Defence and Airport Related Employment Zone - There is a total of 90ha of zoned Business Park with a potential effective area of 68ha which is forecast to produce a total of 270,000m2 of floorspace and 3,838 jobs.

Tomago

Floorspace demand is forecast to increase by around 65,000m2 between 2009 and 2031 in the Transport Data Centre based scenario, and 280,000m2 in the adjusted scenario. The latter takes into account regional industry trends, evidence of business development in the local area, and strategic drivers, which all indicate that Tomago has strong growth prospects.

Heatherbrae

Floorspace demand is forecast to increase by around 13,000m2 between 2009 and 2031 in the Transport Data Centre based scenario and 18,000m2 in the adjusted scenario.

(Port Stephens Council, 2011b).

Each of the above employment growth areas are identified in Figure 11 of this report.


Future industrial and commercial development throughout the Port Stephens Local Government Area would be required to comply with the provisions of the applicable local environmental plan. All existing planning instruments that affect the Port Stephens area contain provisions that apply to development in areas subject to airport noise and protection of airspace operations. The endorsed ANEF would apply to any land use assessment.

5.5� Assessment of strategic framework Commonwealth, state and local governments have published long-range strategies, studies, policies and plans to guide and inform the community and to encourage public discussion.

A detailed outline and review of relevant strategic plans policies and studies is included within Appendix C. Table 9 provides an assessment of the proposed action against these documents.

Table 9 Consistency with strategic framework

Plan, policy or strategy Discussion / Assessment

Commonwealth planning matters

Sustainable Population Strategy

The proposed action is considered to be consistent with the intent of this strategy.

The primary objective of the strategy is to ensure that future changes in Australia’s population are compatible with the sustainability of our economy, communities and the environment.



To achieve this objective, it is important that land use planning take into account the endorsed ANEF and any potential impacts that may arise from operations of the proposed F-35A aircraft.

Our Cities, Our Future – Anational urban policy for a productive, sustainable and liveable future

The proposed action is considered to be consistent with the intent of this strategy.

This policy aims to achieve coordinated and integrated planning on and around airports.

This is relevant to the proposal to ensure that future development will not compromise the continued operation of RAAF Base Williamtown and the proposed flying operations of the F-35A aircraft.

The National Airports Safeguarding Framework

It would be appropriate that any future reviews of State, regional and local plans, policies and strategies take the Framework into account to ensure land use planning is appropriately managed.

State planning matters

NSW 2021 Maintaining Defence flying operations at RAAF Base Williamtown and Salt Ash Air Weapons Range will ensure the retention of air force personnel in the local area supporting local businesses and strengthening the local economy and its skills base. This is consistent with relevant goals set out in the plan.

NSW State Infrastructure Strategy 2012 -2032

There are no matters arising from this Stategy that are likely to impact on the proposal.

NSW Long Term Transport Master Plan 2012

There are no matters arising from this Master Plan that are likely to impact on the proposal.

Regional planning matters

Lower Hunter Regional Strategy

Land in Medowie and North Raymond Terrace have been identified as urban release areas and will require detailed consideration of noise impacts arising from aircraft operations at RAAF Base Williamtown.

Any future land use planning within these growth areas will need to give consideration to the endorsed ANEF.

Reference Appendix C-3-1.

Lower Hunter Regional Conservation Plan

There are no matters arising from this plan that are likely to impact on the proposal.


Lower Hunter over the next 20 years. A discussion paper, 2013

The discussion paper identifies the expansion of Defence industry capabilities as a major opportunity for the region. The proposedaction is consistent with this intent.


Hunter Regional Plan, 2012 – 2022

The plan recognises the need to cohesively plan for future growth whilst recognising the importance and role of Defence to the local economy.

Management of potential land use conflicts has been clearly identified as a strategic action to be addressed and this is



particularly relevant to those areas that may be affected by aircraft noise.

Any future land use planning will need to give consideration to the endorsed ANEF. This would be regulated through the local environmental plan.


Local planning matters

Port Stephens Planning Strategy, 2011

The strategy recognises that Port Stephens faces a number of challenges, including the impact of military aircraft noise.

Any future land use planning within the identified growth corridors will need to give consideration to the endorsed ANEF.

Reference Section 5.4 and C-4-1

Port Stephens Futures Strategy, 2009

The strategy identifies the following proposed action: To review the aircraft noise impacts and related controls consequent upon the flying operations of the F-35A aircraft.

The Port Stephens Council Aircraft Noise Policy, 2010 and the Port Stephens Local Environmental Plan, 2013 have subsequently been prepared. Both documents give consideration to the endorsed 2025 ANEF and address the management of aircraft noise impacts and related controls.


Port Stephens Rural Strategy and Rural Lands Study

There are no matters arising from this study that are likely to impact on the proposal.


Port Stephens Commercial and Industrial Lands Study

The document recognises the future strategic employment opportunities offered by the Williamtown Defence and Airport Related Employment Zone. Any future development within this precinct will need to give consideration of potential noise impacts that may be generated by the proposed operation of the F-35A aircraft. This would be regulated through the local environmental plan.


Medowie Strategy The Medowie Strategy identifies that future development toward the east of Medowie is restricted due to noise impacts generated by aircraft operations at Salt Ash Air Weapons Range. Residential development is not to extend beyond the 20 ANEF contour.

2025 ANEF mapping forecasts that the proposed F-35A aircraftoperations may result in the 20-25 contour extending closer to the existing township on Medowie. This may impact on future development opportunities toward the east of Medowie.

Any future review of the strategy and any associated land use planning affecting this locality will need to give consideration to the endorsed ANEF. This would be regulated through the local environmental plan.




Williamtown Defence and Airport Related Employment Zone Land Use Development Strategy

The Strategy identifies that the zone is affected by aircraft noise with approximately 70% within the 20- 25 contour of the 2012 ANEF and the remainder, closer to RAAF Base Williamtown within the 30-35 contour of the 2012 ANEF. This has relevance to the identification of appropriate land uses for the site and the building requirements for noise attenuation.

The 2025 ANEF will most likely result in increased acoustic impacts upon the Defence and Airport Related Development zone with the majority of the site forecast to fall within the 30 contour of the 2025 ANEF.

This has potential implications on the type of land uses established within the precinct and measures required to attenuate noise.

Any future review of the strategy and any associated land use planning within this zone will need to give consideration to the endorsed ANEF. This would be regulated through the local environmental plan.


Note: Relevant maps are included in Figure 3 and Figure 4.


6� Assessment of impacts on land use and planning

6.1� Assessment of impact – Runway alternatives Defence has nominated possible alternatives to extend the existing runway at RAAF Base Williamtown from 2,438m to 3,048m for the safety of trainee pilots. A runway less than 3,048m would require increased afterburner usage for aircraft taking off in formation (Marshall Day, 2013).

As previously stated, consideration of the runway alternatives is not a specific requirement of the EIS Guidelines. This matter has been considered within this report in order to identify potential land use impacts that would need to be addressed should Defence determine that they wish to move forward with a specific runway extension alternative.

A number of potential runway configurations are to be considered as part of this assessment. Three possible runway options have been nominated by Defence, including:

»� Runway extension; »� Runway translocation; and »� Runway duplication.

The potential impact of ground disturbance associated with the assessment of each of the runway options is detailed in Sections 6.1.1 to 6.1.3 below.


6.1.1� Possible runway extension This option incorporates a possible extension of the existing runway by 270m to the northwest and 340m to the southeast, all within the current base boundary. The resultant runway would be extended by 610m, to achieve a total runway length of 3,048m (10,000ft). This option is shown in Figure 12.

An assessment of likely impact is provided in Table 10.

Table 10 Possible runway extension - Assessment of likely impact

Matter Considerations Assessment of likely impact

Zoning

Port Stephens Local Environmental Plan, 2013

All affected land is zoned SP2 Infrastructure (Defence) under the Port Stephens Local Environmental Plan, 2013.

It would be appropriate that allaffected land be rezoned to SP2 (Infrastructures (Defence).

Land tenure All affected land comprises Commonwealth land managed by the Department of Defence.

This option may require acquisition of land to be managed as a safety area.

Native Title A search of the National Native Title Tribunal website identified that there are no registered Native Title determinations or registered claims over the land area potentially affected by this option.

This option is unlikely to result in any impacts upon Native Title.

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Figure12:Williamtown-Extended10,000ftRunwayOption


6.1.2� Possible runway translocation This option incorporates a possible shift of the runway to the southeast along its current alignment. The northwest end would move 1,190m to the southeast, and the southeast end would move 1,800m to the southeast, extending beyond the current base boundary and requiring the realignment of Medowie Road and Nelson Bay Road. The resultant runway would be extended by 610m, to achieve a total runway length 3,048m (10,000ft). This option is shown in Figure 13.

An assessment of likely impact is provided in Table 11.

Table 11 Possible runway translocation – Assessment of likely impact

Matter Considerations Assessment of likely impact

Zoning


Under the Port Stephens Local Environmental Plan, 2013, affected land is proposed to be zoned SP2 Infrastructure (Defence) and RU2 Rural Landscape.

It would be appropriate that land within zone RU2 Rural Landscape be rezoned to SP2 Infrastructure (Defence).

Land tenure Affected land comprises both Commonwealth land managed by the Department of Defence and private land holdings.

Medowie Road is classified as regional road#518 (NSW Government, 2013d).

Nelson Bay Road is classified as a classified as State road #108 (NSW Government, 2013d).

This option would require acquisition of land to facilitate both the runway translocation and road realignment.

Additionally approval from the NSW Roads and Maritime Service would be requires to relocate the roads.

Native Title A search of the National Native Title Tribunal website identified that there are no registered Native Title determinations orregistered claims over the land area potentially affected by this option.


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6.1.3� Possible runway duplication This option involves an extension of the existing runway by 610m to the southeast to create the required 3,048m (10,000ft) runway, and creation of a new duplicated 2,440m (approximately 8,000ft) runway to the northeast and requiring the realignment of Medowie Road and Nelson Bay Road. The centreline of the duplicated new runway would be offset 300m northeast of the centreline of the existing runway. The northwest end of the new runway would be adjacent to the southeast end of the existing runway. This option is shown in Figure 14. An assessment of likely impact is provided in Table 12.

Table 12 Possible runway duplication - Assessment of likely impact Matter Considerations Assessment of likely impact

Zoning


Under the Port Stephens LEP, 2013, affected land is proposed to be zoned SP2 Infrastructure (Defence); RU2 Rural Landscape; and E1 National Parks and Nature Reserves.

It would be appropriate that land within zone RU2 Rural Landscape and E1 National Parks and Nature Reserves be rezoned to SP2 Infrastructure (Defence).

Land tenure Affected land comprises both Commonwealth land managed by the Department of Defence and private land holdings.Medowie Road is classified as regional road #518 (NSW Government, 2013d).Nelson Bay Road is classified as a classified as State road #108 (NSW Government, 2013d).

This option would require acquisition of land to facilitate both the runway duplication and road realignment.Additionally approval from the NSW Roads and Maritime Service would be requires to relocate the roads.

Native Title A search of the National Native Title Tribunal website identified that there are no registered Native Title determinations or registered claims over the land area potentially affected by this option.



The above assessment has determined that the possible runway extension option would result in the least impact on land uses and infrastructure in the surrounding locality and consequently, this is identified as the preferred option from a land use assessment perspective.

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6.2� Assessment of impact – Aircraft operations

6.2.1� Likely impact on residential land uses The AS 2021-2000 recommendations apply to residential land use planning in areas surrounding RAAF Base Williamtown and Salt Ash Air Weapons Range.

Existing residential land uses

Marshall Day Acoustics have undertaken an assessment of the likely impact of proposed flying operations of the F-35A aircraft on existing residential land uses across the study area, based on the 2025 ANEF. The 2025 ANEF map is included within Figure 3. The change in ANEF bands for residential dwellings before and after the proposed introduction of the F-35A aircraft is identified in Table 13 below.

Table 13 Residential sites encompassed by Williamtown ANEF contours - before and after proposed introduction of the F35A aircraft

ANEF ANEF Band

20-25 25-30 30-35 35-40 >40 Total

2012 ANEF (includes F/A-18A/B aircraft) 1649 522 49 8 1 2229

2025 ANEF (includes F-35Aaircraft) 911 244 77 26 12 1270

Difference -738 -278 28 18 11 -959 *Green and red shading has been used to identify residential sites in lower and higher ANEF categories respectively.(Marshall Day Acoustics, 2013)

Key points from the above comparison, as identified by Marshall Day Acoustics are summarised below.

Based on the acceptability criteria in AS 2021:

»� There are 738 fewer residential sites within the conditionally acceptable AS 2021 category;

»� There are 221 fewer residential sites in the unacceptable AS 2021 category; and

»� There are 57 more residential sites located within the unacceptable category. These fall within the 30 – 35, 35 - 40 and >40 contours of the 2025 ANEF.

(Marshall Day Acoustics, 2013).

The number of residential sites with a decrease or increase in ANEF as a result of the 2025 ANEF are categorised in Table 14 below.


Table 14 Change in residential dwellings encompassed by Williamtown ANEF contours

Dwelling count 2012 ANEF

<20 20-25 25-30 30-35 35-40 >40

2025 ANEF <20 Data not provided

939 66 1 0 0

20-25 45 678 183 4 1 0

25-30 1 33 207 4 1 0

30-35 0 0 61 16 0 0

35-40 0 0 4 21 2 0

>40 0 0 0 5 7 1

*Green and red shading has been used to identify residential sites in lower and higher ANEF categories respectively. (Marshall Day Acoustics, 2013)

The key points from the above comparison, as identified by Marshall Day Acoustics are summarised below:

»� 1,199 residential sites have moved into a lower band of the 2025 ANEF versus 177 residential sites which have move into a higher band of the 2025 ANEF; and

»� Based on the acceptability criteria contained in AS2021: 1,194 residential sites are assigned improved acceptability as a result of the 2025 ANEF versus 79 residential sites which experience deterioration in acceptability as a result of the 2025 ANEF.



The above comparison demonstrates that the net effect of potential F-35A aircraft operations in the 2025 ANEF has resulted in significant improvements to overall residential land use impacts relative to the 2012 ANEF. Notwithstanding, some residential areas may experience increased noise impacts arising from F-35A aircraft operations.

Future residential land uses

Marshal Day Acoustics (2013) presented event level histograms for key residential locations to compare the range of maximum noise levels associated with existing and future conditions. The outcome of these investigations is summarised below, together with a discussion regarding possible future development yields in the identified locations.

»� Cabbage Tree Road: A similar range of maximum noise levels are predicted, but future conditions are likely to be characterised by slightly less of the highest noise level events (Marshall Day Acoustics, 2013).

The Port Stephens Planning Strategy, 2011 anticipates minimal population growth in the rural east due to flooding, aircraft noise issues and a lack of infrastructure. It is not expected that any new residential land release would occur in this area.

»� Medowie West: A similar range of maximum noise levels are predicted, but future conditions are likely to be characterised by more events in the 65-70dB LAmax range, attributable to the influence of F-35A aircraft departures (Marshall Day Acoustics, 2013).

Medowie East: A higher range of maximum noise levels associated with future conditions, but significantly fewer events are predicted (Marshall Day Acoustics, 2013).


The Port Stephens Planning Strategy, 2011 projects a high level of future residential growth in Medowie. Key growth areas are identified in Figure 15 below.

The future growth areas of Medowie are predicted to occur outside the 20 contour of the 2025 ANEF and the 2025 ANEC and based on current land use planning principles, future development that is consistent with the Port Stephens Planning Strategy would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

Figure 15 Medowie growth areas


»� Raymond Terrace South: A higher range of maximum noise levels associated with future conditions are predicted, but with significantly fewer events (Marshall Day Acoustics, 2013).

The Port Stephens Planning Strategy, 2011 identifies Raymond Terrace as a Major Regional Centre and it forms part of the Primary Growth Corridor. The strategy envisages infill residential/commercial potential of 800 dwellings and residential zoned land (green field) potential of 480 dwellings for the whole of Raymond Terrace, however future development potential specifically within Raymond Terrace South has not been identified in the strategy.

Raymond Terrace South is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC and consequently, based on current land use planning principles, future development in this location would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� Tanilba Bay: A lower range of maximum noise levels are predicted, associated with future conditions and fewer event numbers.

The Port Stephens Planning Strategy, 2011 identifies that Tanilba Bay and its neighbouring communities have potential for future development of residential and employment land as identified in Figure 16 below.

Residential

Potential Future Residential

Potential Future Large Lot Residential

Employment Lands

Legend


Tanilba Bay is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC and consequently, based on current land use planning principles, future development outside the endorsed ANEF 20 contour would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

Figure 16 Future growth – Tanilba Bay and neighbouring communities

(Port Stephens Council 2011b)

»� Fullerton Cove: A similar range of noise levels and events are predicted for existing and future conditions.

The Port Stephens Planning Strategy, 2011 identifies that opportunities exist for increasing densities in the Fullerton Bay and Fern Bay locality. This includes potential for future infill residential potential up to 42 dwellings and green field potential of up to 1,396 dwellings.

Fullerton Cove is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC and consequently, based on current land use planning principles, future development outside the endorsed ANEF 20 contour would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� South of Salt Ash Air Weapons Range: Lower range of maximum noise levels associated with future conditions and fewer event numbers (Marshall Day Acoustics, 2013).

The Port Stephens Planning Strategy, 2011 anticipates minimal population growth in the rural east due to potential flooding, aircraft noise issues and a lack of infrastructure. It is not expected that any new residential land release would occur in this area.


Any future residential development would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise that is included within AS 2021-2000. This would be regulated through implementation of the Port Stephens Local Environmental Plan, 2013.

Potential Future Residential

Employment Lands

Infill Area (800m catchment)

Infill Area (400m catchment)

Legend


6.2.2� Likely impact on sensitive land usesAS 2021-2000 recommends planning restrictions for other types of non-residential sensitive land uses which include developments such as schools, hospitals and motels. Less sensitive uses can include light commercial and industrial development (Marshall Day Acoustics, 2013).

An assessment of the likely impact of F-35A aircraft operations on non-residential land sensitive uses has been undertaken by Marshall Day Acoustics (2013). A summary of the AS 2021-2000 recommendations relevant to key non-residential building types in localities surrounding RAAF Base Williamtown and Salt Ash Air Weapons Range is provided in Table 15 and the location of sensitive land uses surrounding RAAF Base Williamtown is illustrated in Figure 17.

Table 15 ANEF rating - Before and after introduction of the proposed F-35A aircraft for other sensitive land uses

Location 2012 ANEF 2025 ANEF Change

Animal Care

Belmont Kennels 20-25 20-25 no change

Calm Dog Training Centre 25-30 25-30 no change

Public, General Community & Recreational Centres

Fighter World Museum 35-40 >40 increase

Lakeside Leisure Centre 25-30 25-30 no change

Salt Ash Community Hall 25-30 <20 decrease

Williamtown Union Hall 30-35 >40 increase

Places of Worship

Kingdom Hall of Jehovas Witnesses 20-25 <20 decrease

Church for the Nations 20-25 20-25 no change

Raymond Terrace Baptist Church 25-30 25-30 no change

St Saviours 25-30 30-35 increase

Schools

Grahamstown Preschool 20-25 <20 decrease

Grahamstown Public School 20-25 20-25 no change

Raymond Terrace Early Education Centre 20-25 <20 decrease

RAAF Base Williamtown Preschool 25-30 35-40 increase

RAAF Base Williamtown Childcare 35-40 >40 increase

(Marshall Day Acoustics, 2013)

The key points from the above comparison, as identified by Marshall Day Acoustics are summarised below:

»� Public buildings: the Williamtown Union Hall and Fighter World Museum are located in unacceptable zones according to both the 2012 ANEF and 2025 ANEF, and are located within a


higher band of the 2025 ANEF. It is noted that Fighter World Museum is located within the boundary of RAAF Base Williamtown;

»� Schools: with the exception of the child care centre and preschool located at RAAF Base Williamtown, all schools are located in an equivalent or lower band of the 2025 ANEF, and all are located in acceptable or conditionally acceptable zones; and

»� Places of worship: three of the four churches identified within the ANEFs are located in equivalent or improved bands of the 2025 ANEF. One of the four churches however, St Saviours, is located in a conditionally acceptable zone of the 2012 ANEF and is subsequently in an unacceptable zone according to the 2025 ANEF; any future proposed development of this church may therefore be subject to additional planning restrictions as a result of this change.



Any future development of noise sensitive land uses would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise, that is included within AS 2021-2000. This would be regulated through implementation of the Port Stephens Local Environmental Plan, 2013.

6.2.3� Likely impact on recreational areas There are extensive recreational areas located within the RAAF Base Williamtown Study Area. These areas include, but are not limited to open space, sporting fields, golf courses, and numerous other recreation facilities.


The sudden appearance of an aircraft accompanied by a sudden loud noise, without visual or audible warning has potential to startle people engaged in recreational activities such as organised sport, walking, cycling, boating or camping.

The predicted impact of the proposed operation of the F-35A aircraft on people engaged in recreational activities is expected to be negligible, based on the following:

»� People who regularly use existing recreational facilities in the Port Stephens area are likely to be accustomed to aircraft noise to some extent, due to existing aircraft activity;

»� The proposed operation of the F-35A aircraft will not involve any land development; and

»� The proposed runway alternatives will not impact on existing recreational areas.

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6.2.4� Likely impact on property values The areas predicted to be affected by a change in noise level or more events are described in 6.2.1 to 6.2.2 of this report. Key areas are summarised below (Marshall Day Acoustics, 2013):

»� Medowie West: Predicted to experience a similar range of maximum noise levels, but future conditions would be characterised by more events in the 65-70dB LAmax range, attributable to the influence of proposed F-35A aircraft departures;

»� Medowie East: Predicted to experience a higher range of maximum noise levels associated with future conditions, but significantly fewer events as a result of the reduction in the number of proposed F-35A aircraft movements at Salt Ash Air Weapons Range; and

»� Raymond Terrace South: Predicted to experience a higher range of maximum noise levels associated with future conditions, but significantly fewer events. This is a result of the reduction in the number of proposed F-35A aircraft straight in arrivals on runway 12, as well as the majority of proposed F-35A aircraft arrivals adopting Initial and Pitch procedures which result in lower noise levels than the F/A-18A/B.

The Marshall Day report (2013) also presented information on the maximum noise levels for aircraft performing at low altitude (1,500ft). The data indicated that although the military thrust for the proposed F-35A aircraft produces significantly higher noise levels than the existing Hornet aircraft, the maximum noise level for cruising is between that of the Hawk and the F/A–18A/B Hornet aircraft.

The values of individual properties fluctuate for a variety of international, national and local economic reasons of which exposure to aircraft noise is but one potential factor. Research has shown that a range of factors influence the selling price of a house, including: house attributes, seller characteristics; seller strategies; bargaining strength; spatial competition; and temporal factors –the time of the sale and season of the sale.

The assessment of the likely impact of the proposed F-35A aircraft on property values draws on the findings of existing research the impacts regarding aircraft noise on property values. The research adopts economic evaluation methods, which focus on ‘willingness–to–pay’. There are several different methodologies for undertaking this work, including:

»� Hedonic price studies which are based actual behavior, where preferences for quieter environments are revealed by higher prices paid for houses in those areas (MVA Consultancy, 2007);

»� Survey based methods:

D� Contingent valuation method, which is a survey approach that asks people what they are willing to pay (MVA consultancy, 2007); and

D� Stated preference, which is a survey approach which asks people to make valuation choices based on hypothetical scenarios (MVA Consultancy, 2007).

Research using survey based methods (MVA Consultancy, 2007) has indicated that the results obtained from the survey methods were unreliable and it was safer to rely on sources based on hedonic pricing. The hedonic pricing model considers a matrix of transaction related characteristics (e.g. transfer tax, year of sale); structural characteristics (number of rooms, quality of maintenance) and spatial characteristics (accessibility, neighbourhood ethnicity, level of urban facilities) (Dekkers and van der Straaten, 2009). The appeal of this method is that the monetary value of aircraft noise is deduced from the differences between property prices in areas of higher and lower impact.

Hedonic price studies have derived values for the Noise Depreciation Index in residential areas around civilian airports (Nelson, 2008, Boes and Nuesch, 2010, Dekkers and van der Straaten,


2009). The Noise Depreciation Index (also referred to as the noise sensitivity depreciation index) is the percentage change in house prices per dB increase in noise level.

The Noise Depreciation Index derived from previous studies of civilian airports range from around 0.5% to 1% per dB, all things being equal (MVA Consultancy, 2007). This implies a 5% to 10% reduction in price for a 10dB increase in noise levels. Nelson (2008) concluded that the interquartile mean for aircraft is 0.8% per dB, and further concluded that the Noise Depreciation Index values have been reasonably stable over time.

The maximum noise levels for aircraft performing at low altitude (1,500ft) presented in Error! Reference source not found. indicates a 6db reduction at cruising speed between the existing Hornet aircraft and F-35A aircraft and a 12db to 19db increase at military thrust between the existing Hawk and Hornet aircraft and F-35A aircraft. Based on the Marshall Day (2013) report it is understood that the high thrust procedures would generally be expected to occur at more distant locations, away from populated areas.

Table 16 F-32 Low altitude procedures at 1,500ft – typical fast jet maximum noise levels, dB Lmax

Aircraft Cruising Military Thrust

Hawk 127 81 91

F/A-18A/B Hornet 91 98

F-35A 85 110

(Marshall Day Acoustics, 2013)

Direct application of the Noise Depreciation Index derived from previous studies requires caution for the following reasons:

»� The data of hedonic pricing method has a number of limitations (MVA Consultancy, 2007):

D� The method ideally requires actual selling prices of properties at more or less the same time, however many are based on advertised prices or estimates from estate agents (MVA Consultancy, 2007);

D� There is difficulty in finding comparable properties in areas of different noise levels (MVA Consultancy, 2007);

D� There is nothing known about the circumstances or purchases or vendors – i.e. their characteristics, strategy and bargaining strength (MVA Consultancy, 2007);

D� The model is unable to provide a monetary valuation for variations in the temporal distribution of noise (MVA Consultancy, 2007). This is important for consideration of military airports given the temporal distribution of exercises; and

D� The model offers no opportunity to separately weight the numbers of aircraft movements and noisiness per movement (MVA Consultancy, 2007). This is important for consideration of military airports given the nature of Defence exercises. As indicated above the change in the noise environment indicates that although there may be an increase in noise levels at Medowie East and Raymond Terrace, there will be significantly fewer events.

»� The Noise Depreciation Index is measured by undertaking a comparison of houses at different locations around an airport at a given time. It is not derived from how much house values change as a result of changes in noise over time;�

»� Most existing research originates from Europe and does not reflect the current housing market in Australia, and in particular the housing shortage in NSW. A shortage of housing impacts on house prices. Based on the Lower Hunter Regional Strategy, population growth in the Lower


Hunter has been strong, averaging one per cent per annum (or approximately 4,400 persons per year) in the period 1991 to 2001 and increasing more recently to more than 6,200 people in 2004–05 (Australian Bureau of Statistics, Estimated Resident Population). The Strategy estimates that an additional 115,000 dwellings will be required to house the Region’s growing population over the next 25 years. Of this number, 80,000 dwellings will be required to house the additional population (160,000 people), while an extra 35,000 dwellings will be required to meet changing housing demands; and�

»� The Noise Depreciation Index has been applied to both airports and road traffic but has not been applied to military airfields.�

Data indicates that the price of housing near RAAF Base Williamtown and Newcastle airport increased over 2012, despite proximity to the base or the ANEF contours in which it is located.��Table 17 below, outlines property values in residential areas located near RAAF Base Williamtown and Salt Ash Air Weapons Range.

Both Medowie and Raymond Terrace experienced a significant increase in house price over the 2012 period, well above the Local Government Area median. The median unit prices for both suburbs fell, which is consistent with the trend in the Local Government Area. This suggests that the fall in price correlates with housing type rather than location.

Table 17 Property values – Port Stephens

House Unit

Suburb Median Price, September 2012 ($)

Change –2012 (%)

Median Price, September 2012 ($)

Change - 2012 (%)

Medowie 375,000 8.8% 220,000 -3.6%

Raymond Terrace

295,000 7.7% 207,750 -4.5%

Port Stephens LGA

342,500 1.7% 257,500 -3.3%

(RP Data, 2013)

Over the past 10 years there have been fluctuations in house and unit prices in Medowie Raymond Terrace and Port Stephens. These fluctuations are demonstrated in Figure 18 to Figure 21 below.

Figure 18 Capital growth in median prices (houses) – Medowie % change


(RP Data, 2013b)

Figure 19 Capital growth in median prices (unit) - Medowie

(RP Data, 2013b)

Figure 20 Capital growth in median prices (houses) – Raymond Terrace

(RP Data, 2013c)

% change

% change


Figure 21 Capital growth in median prices (unit) – Raymond Terrace

(RP Data, 2013c)


Based on the matters outlined above, it is concluded that:

»� Previous hedonic price studies have derived a range from around 0.5% to 1% per dB values for the Noise Depreciation Index in residential areas around civil airports (MVA Consultancy 2007, Nelson 2008, Boes and Nuesch, 2010, Dekkers and van der Straaten, 2009). This implies a potential 5% to 10% reduction in property value for a 10dB increase in noise levels;

»� Direct application of previous hedonic price studies and the Noise Depreciation Index value must be applied with caution for a range of reasons, listed above. Consequently, there is no certainty that the introduction of the proposed F35A aircraft will result in any direct impact to property valuations; and


% change


7� Conclusions

A planning land use assessment associated with the proposed introduction of F-35A Lightning II Joint Strike Fighter (F-35A aircraft) flying operations at Royal Australian Air Force Base Williamtown (RAAF Base Williamtown) and Salt Ash Air Weapons Range has been carried out.

The assessment has been prepared to address the land use assessment requirements of the EIS Guidelines. Specifically, the proposed replacement of existing F/A-18A/B Hornet operations with the F-35A has been assessed. The assessment included:

»� A review of the relevant planning instruments and the strategic land use framework to determine the implications of relevant plans, strategies and policies on the proposed F-35A aircraft operations and identify future planned urban growth.

»� Identification of existing and future land uses that may be affected by the proposed operation of the F-35A aircraft were considered.

»� Identification of the likely impact on land use planning and potential restrictions on future use of land and noise sensitive land uses.

»� Preparation of a discussion on the implications of a changing noise environment on property values.

Defence has also nominated possible alternatives to extend the runway for the safety of trainee pilots. The nominated options have also been considered as part of this land use assessment and include:

»� Proposed runway extension;

»� Proposed runway translocation and extension; or

»� Proposed runway duplication.

The outcomes of this assessment are detailed as follows:

Strategic framework

A review of relevant strategic plans, policies and strategies applicable to the proposed action and future development within the Port Stephens Local Government Area has determined that identified future growth areas are located outside the 20 contour of the 2025 ANEF.

Runway alternatives

The assessment determined that the possible runway extension option would result in the least impact on land uses and infrastructure in the surrounding locality and consequently, this is identified as the preferred option from a planning and land use assessment perspective.

Likely impact to existing residential land uses

An assessment of the likely impact of proposed flying operations of the F-35A aircraft on existing residential land uses demonstrated that the net effect of potential F-35A aircraft operations in the 2025 ANEF has resulted in significant improvements to overall residential land use impacts relative to the 2012 ANEF. Notwithstanding, some residential areas may experience increased noise impacts arising from F-35A aircraft operations.


Likely impact to future residential land uses

A comparison of the range of maximum noise levels associated with existing and future conditions has been undertaken at key residential locations determined that:

»� Cabbage Tree Road: A similar range of maximum noise levels are predicted, but future conditions are likely to be characterised by slightly less of the highest noise level events. Minimal population growth is projected in the rural east due to flooding, aircraft noise issues and a lack of infrastructure.

»� Medowie West: A similar range of maximum noise levels are predicted, but future conditions are likely to be characterised by more events in the 65-70dB LAmax range.

Medowie East: A higher range of maximum noise levels associated with future conditions are predicted, but with significantly fewer events.

Local and regional strategic planning projects a high level of future residential growth in Medowie, however the future growth areas of this community are predicted to occur outside the 20 contour of the 2025 ANEF and the 2025 ANEC. Future development that is consistent with current planning strategy would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� Raymond Terrace South: A higher range of maximum noise levels associated with future conditions are predicted, but with significantly fewer events. Raymond Terrace is identified as a Major Regional Centre and forms part of the Primary Growth Corridor within the Port Stephens Local Government Area. Raymond Terrace South is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC and future development in this location would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� Tanilba Bay: A lower range of maximum noise levels are predicted, associated with future conditions and fewer event numbers. Tanilba Bay and its neighbouring communities have potential for future development of residential and employment land. Tanilba Bay is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC and future development outside the endorsed ANEF 20 contour would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� Fullerton Cove: A similar range of noise levels and events are predicted for existing and future conditions. Opportunities exist for increasing densities in the Fullerton Bay locality, however, as Fullerton Cove is predicted to be outside the 20 contour of the 2025 ANEF and the 2025 ANEC, future development outside the endorsed ANEF 20 contour would be unlikely to be restricted due to the proposed operation of the F-35A aircraft.

»� South of Salt Ash Air Weapons Range: A lower range of maximum noise levels associated with future conditions and fewer event numbers are predicted. Minimal population growth is envisaged in the rural east due to potential flooding, aircraft noise issues and a lack of infrastructure.

Any future development of residential land uses would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise that is included within AS 2021-2000. This would be regulated through implementation of the Port Stephens Local Environmental Plan, 2013.

Likely impact on sensitive land uses

The assessment of the likely impact of F-35A aircraft operations on existing non residential sensitive land uses concluded that:


»� Public buildings: The Williamtown Union Hall and Fighter World Museum are located in unacceptable zones according to both the 2012 ANEF and 2025 ANEF, and are located within a higher band of the 2025 ANEF;

»� Schools: With the exception of the child care centre and preschool located at RAAF Base Williamtown, all schools are located in an equivalent or lower band of the 2025 ANEF, and all are located in acceptable or conditionally acceptable zones; and

»� Places of worship: Three of the four churches identified within the ANEFs are located in equivalent or improved bands of the 2025 ANEF. One of the four churches however, St Saviours, is located in a conditionally acceptable zone of the 2012 ANEF and is subsequently in an unacceptable zone according to the 2025 ANEF; any future proposed development of this church may therefore be subject to additional planning restrictions as a result of this change.

Any future development of noise sensitive land uses would be required to give consideration to the guidance on the acceptable location of new buildings proposals in relation to aircraft noise, that is included within AS 2021-2000. This would be regulated through implementation of the Port Stephens Local Environmental Plan, 2013.

Likely impact on recreational areas

The assessment of likely impact on recreational areas concluded that the predicted impact of the proposed activity on recreational areas is expected to be negligible, based on the following:

»� The proposed operation of the F-35A aircraft will not involve any development;

»� The proposed runway alternatives will not impact on existing recreational areas; and

»� The implementation of an Environmental Management Plan would address the timing and regularity of flights and avoid operation during certain times.

Likely impact on property values

Consideration to the likely impact of proposed operation of the F-35A aircraft on property values determined that:

»� Previous studies relating to civil airfields indicate that a 5% to 10% reduction in property value may arise for a 10dB increase in aircraft noise levels. Direct application of these figures must be applied with caution as the values of individual properties fluctuate for a variety of international, national and local economic reasons of which exposure to aircraft noise is but one potential factor. Research has shown that a range of factors influence the selling price of a house, including: house attributes, seller characteristics; seller strategies; bargaining strength; spatial competition; and temporal factors –the time of the sale and season of the sale.

Consequently, there is no certainty that the introduction of the proposed F35A aircraft will result in any direct impact to property valuations.



8� References

Australian Government 2011a. Department of Sustainability, Environment, Water, Population and Communities. Sustainable Australia – Sustainable Communities.

Australian Government 2011b. Our Cities Our Future.

Australian Standards. Australian Standard AS2021-2000 - Acoustics-Aircraft noise intrusion-Building siting and construction.

Boes and Nuesch 2010. Quasi-experimental evidence on the effect of aircraft noise on apartment rents. Journal of Urban Economics . 2011.

Dekkers and van der Straaten 2009. Monetary valuation of aircraft noise. A hedonic analysis around Amsterdam airport. Ecological Economics. 2009.

DIT 2011. Department of Infrastructure and Transport. Our Cities, Our Future. A national urban policy for productive, sustainable and liveable future.

DoE 2013a. Department of Environment. Environment Protection and Biodiversity Conservation Act 1999. Available: http://www.environment.gov.au/cgi-bin/ahdb/search.pl. Last accessed 18 Sept 2013.

DoE 2013b. Department of Environment. Australian Heritage Database. Available: http://www.environment.gov.au/cgi-bin/ahdb/search.pl. Last accessed 18 Sept 2013.

DSEWPAC 2011. Australian Government. Department of Sustainability, Environment, Water, Population and Communities. Sustainable Australia – Sustainable Communities.

Ecological Australia 2013. Ecological Assessment. Flying Operations of the F-35 Joint Strike Fighter.

Faburel. 2005. Properties Value Depreciation, Social Segregation and Environmental Injustices Caused by Aircraft Noise, InterNoise 2005, Rio de Janeiro.

GHD. 2008. Williamtown Defence and Airport Related Employment Zone (DAREZ) Land Use Development Strategy.

Marshall Day Acoustics 2013. Joint Strike Fighter Operations in Australia RAAF Base Williamtown F-35-A Noise Impact Assessment.

MVA Consultancy 2007. Attitudes to noise from aviation sources in England.

NASAG 2012. The National Airports Safeguarding Advisory Group. National Airports Safeguarding Framework.

National Native Title Tribunal 2013. Search the Register of Indigenous Land Use Agreements.Available: http://www.nntt.gov.au/Indigenous-Land-Use-Agreements/Search-Registered-ILUAs. Last accessed 26 Sept 2013.

Nellthorp, J. et al. 2007. Introducing willingness-to-pay for noise changes into transport appraisal: an application of benefit transfer, Transport Reviews.

Nelson 2008. Hedonic Property Value Studies of Transportation Noise: Aircraft and Road Traffic in Hedonic Methods in Housing Markets – Pricing Environmental Amenities and Segregation by Baranzini et al, Published by Springer.

Newcastle Airport Limited 2007. Newcastle Airport Master Plan.

NSW Government 2006. Department of Planning. Lower Hunter Regional Strategy 2006- 31.


NSW Government 2009. Environment Climate Change and Water. Lower Hunter Regional Conservation Plan.

NSW Government 2011. Department of Premier and Cabinet. NSW 2021.

NSW Government 2012a. Infrastructure NSW. The State Infrastructure Strategy 2012 – 2032.

NSW Government 2012b. Transport for NSW. NSW Long Term Transport Master Plan.

NSW Government 2013a. Environment and Heritage. (2013). State Heritage Inventory. Available: http://www.environment.nsw.gov.au/heritageapp/heritagesearch.aspx. Last accessed 18 Sept 2013.

NSW Government 2013b. The Lower Hunter over the next 20 years: A Discussion Paper.

NSW Government 2013c. Land and Property Information. Spatial Information Exchange. Available: https://six.nsw.gov.au. Last accessed 06 Dec 2013.

NSW Government 2013d. Transport Roads and Maritime Services. Schedule of Classified Roads and Unclassified Regional Roads.

Port Stephens Council 2007. Port Stephens Development Control Plan 2007.

Port Stephens Council 2009a. Medowie Strategy.

Port Stephens Council 2009b. Futures Strategy.

Port Stephens Council 2010. Port Stephens Commercial and Industrial Lands Study.

Port Stephens Council 2011a. Aircraft Noise Policy 2010.

Port Stephens Council 2011b. Port Stephens Planning Strategy 2011 – 2036.

Port Stephens Council 2011c. Port Stephens Rural Lands Study.

Port Stephens Council 2011d. Port Stephens Rural Strategy.

Regional Development Australia 2012. Hunter Regional Plan 2012-2022.

RP Data 2013a. Available: http://www.rpdata.com/. http://www.dsdip.qld.gov.au/statewide-planning/state-planning-policies.html. Last accessed 2 Oct 2013.

RP Data 2013b. RP Data.com. Suburb Statistics Report Medowie. Prepared on 09 Dec 2013.

RP Data 2013c. RP Data.com. Suburb Statistics Report Raymond Terrace. Prepared on 09 Dec 2013.

Legislation

Environmental Planning and Assessment Act 1979 (NSW)

Environment Protection and Biodiversity Conservation Act 1999 (Commonwealth)

Heritage Act 1977 (NSW)

Port Stephens Local Environmental Plan 2013 (NSW)

Port Stephens Local Environmental Plan 2000 (NSW)

Port Stephens Local Environmental Plan (Kings Hill, Raymond Terrace North) 2010 (NSW)


Appendices A Forecasting Aircraft Noise and Land Use Assessment B Local Environmental Plan C Strategic Framework Review


A� Forecasting Aircraft Noise and Land Use Assessment

The Australian Noise Exposure (ANE) rating system is used for forecasting aircraft noise exposure levels around aerodromes and provides for the production of noise exposure forecast maps which may be used to guide future land use planning within the vicinity of airports and designated flight paths. This allows land use planners to give consideration to forecast aircraft noise exposure and plan future development accordingly.

The Australian Noise Exposure Forecast (ANEF) is the official forecast of future noise exposure patterns around an airport. It is the recognised national standard used to guide land use planning in the vicinity of airports in Australia and is set out in Australian Standard AS 2021–2000.

The ANE rating is a complex metric designed to represent noise exposure across an average annual day. This information may be displayed as noise exposure contours in one of three ways:

»� Australian Noise Exposure Concept (ANEC): these are noise exposure contours for different potential operating scenarios, for example, in the process of examining flight path options or alternative aircraft operating procedures.

The 2025 ANEC contains the latest available information of F-35A flight profiles as well as updated emission data for the lower thrust settings proposed for arrival operations (Marshall Day Acoustics, 2013) and is shown in Figure 4.

This model includes the proposed extended 10,000ft runway, discussed in Section 6.1 of this report.

»� Australian Noise Exposure Forecast (ANEF): these are the official forecasts of future noise exposure patterns around an airport and they constitute the contours on which land use planning authorities base their controls. At any given time, there can only be a single ANEF contour endorsed for an airfield.

The current endorsed 2025 ANEF released in August 2011, contains the revised F-35A departure and arrival profiles (Marshall Day Acoustics, 2013) and is shown in Figure 3.

This model includes the proposed extended 10,000ft runway, discussed in Section 6.1 of this report.

A comparison of the 2012 ANEF and the 2025 ANEF is shown in Figure 22.

»� Australian Noise Exposure Index (ANEI): these are contours showing historic noise exposure patterns for a given year and are used in environmental reporting and benchmarking.

Each of the above contour types relate to the same type of noise exposure information, but describe different scenarios (Marshall Day Acoustics, 2013).

The Australian Standard AS 2021-2000 provides guidance on the acceptable location of new buildings proposals in relation to aircraft noise exposure. Table 18 identifies specific forms of development considered acceptable, conditionally acceptable and unacceptable within specific ANEF contours as outlined in Table 2.1 of AS 2021-2000. This allows land use planners to give consideration to forecast aircraft noise exposure and plan future development accordingly.


Table 18 Building Site Acceptability based on ANEF zones – AS2021-2000

Building Type ANEF zone of site

Acceptable Conditionally Acceptable Unacceptable

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20 to 25 ANEF

(Note 2)

Greater than 25 ANEF

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20 to 25 ANEF

(Note 2)

Greater than 25 ANEF

Hospital, nursing home

Less than 20 ANEF (Note 1)

20 to 25 ANEF Greater than 25 ANEF

Public building Less than 20 ANEF (Note 1)

20 to 30 ANEF Greater than 30 ANEF

Commercial building Less than 25 ANEF 25 to 35 ANEF Greater than 35 ANEF

Light industrial Less than 30 ANEF 30 to 40 ANEF Greater than 40 ANEF

Other industrial Acceptable in all ANEF zonesNotes:1. The actual location of the 20 ANEF contour is difficult to define accurately, mainly because of the variation in flight

paths. Because of this, the procedure of Clause 2.3.2 may be followed for building sites outside but near to the 20 ANEF contour.

2. Within 20 ANEF to 25 ANEF, some people may find that the land is not compatible with residential or educational uses. Land use authorities may consider that the incorporation of noise control features in the construction of residences or schools is appropriate.

(AS 2021 -2000)

Under AS 2021-2000, all building types are classed as being ‘acceptable’ where the ANEF value is less than 20. Below this value, it is usually considered that there is no need for aircraft noise exposure reduction measures such as the incorporation of noise exposure control features as part of new buildings.

One of the limitations of ANEF modeling is that ANEFs may contribute to a misconception that aircraft noise exposure impacts will not be experienced outside the ANEF 20 contour (NASAG, 2012).


The Port Stephens Local Environmental Plan, 2013 contains specific provisions relevant to the application of AS 2021-2000 and requires that applications for a use or development must demonstrate consideration to AS 2021 – 2000 and the endorsed ANEF.

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B-1� Port Stephens Local Environmental Plan, 2013 The Port Stephens LEP 2013 was gazetted on 23 December 2013 and will come into effect on 22 February 2014. Until this time, the Port Stephens Local Environmental Plan, 2000 and Port Stephens Local Environmental Plan (Kings Hill, North Raymond Terrace), 2010 will remain current.

B-1-1� Aims of the Plan The particular aims of the Port Stephens Local Environmental Plan, 2013 are as follows:

“(a) To implement the communities Futures Strategy and Port Stephens Planning Strategy,

(b) To cultivate a sense of place that promotes community well being and quality of life,

(c) To provide for a diverse and compatible mix of land uses supported by sound planning policy to deliver quality development and urban design outcomes,

(d) To protect and enhance the natural environmental assets of the area,

(e) To continue to facilitate economic growth that contributes to long term local self sufficiency of employment,

(f) To provide opportunity for housing choice and support services tailored to the needs of the community,

(g) To conserve and respect the heritage and cultural values of the natural and built environments,

(h) To promote an integrated approach for the provision of infrastructure and transport services,

(i) To continue to implement the legislative framework that supports openness, transparency and accountability of assessment and decision making,

(j) Seek to achieve effective inter-generational equity by managing the integration of environmental, social and economic goals in a sustainable and accountable manner.”

(Port Stephens Local Environmental Plan, 2013)

B-1-2� Zoning RAAF Base Williamtown and Salt Ash Air Weapons Range are to be both located within Special Purposes Zone SP2 Infrastructure (Defence).

An extract of the relevant controls is provided in Table 19 below.

B� Local Environmental Plan


Table 19 Special Purposes Zone SP2 Infrastructure

Zone SP2 Infrastructure

1 Objectives of zone »� To provide for infrastructure and related uses.

»� To prevent development that is not compatible with or that may detract from the provision of infrastructure.

2 Permitted without consent

1 Environmental protection works; Roads

2 3 Permitted with consent

The purpose shown on the Land Zoning Map, including any development that is ordinarily incidental or ancillary to development for that purpose

3 4 Prohibited Any development not specified in item 2 or 3


B-1-3� Other relevant provisions The following special provisions apply to development that has potential to impact on or be impacted by activities at RAAF Base Williamtown and Salt Ash Air Weapons Range. These are identified in Table 20 below.

Table 20 Other relevant provisions within the Port Stephens Local Environmental Plan, 2013

Clause Provisions

7.4 4 Airspace operations

5 (1) The objectives of this clause are to:(a) provide for the effective and on-going operation of the RAAF Base

Williamtown by ensuring that such operation is not compromised by proposed development that penetrates the Obstacle Limitation Surface or the Procedures for Air Navigation Systems Operations Surface for that airport,

(b) protect the community from undue risk from the airport operation.(2) If a development application is received and the consent authority is

satisfied that the proposed development will penetrate the Obstacle Limitation Surface or the Procedures for Air Navigation Systems Operations Surface as shown on the Obstacle Limitation Surface Map or the Procedures for Air Navigation Systems Operations Surface Map for the RAAF Base Williamtown, the consent authority must not grant development consent unless it has consulted with the relevant Commonwealth body about the application.

(3) The consent authority may grant development consent for the development if the relevant Commonwealth body advises that the:(a) development will penetrate the Obstacle Limitation Surface or the

Procedures for Air Navigation Systems Operations Surface but it has no objection to its construction, or

(b) development will not penetrate the Obstacle Limitation Surface or the Procedures for Air Navigation Systems Operations Surface.

(4) The consent authority must not grant development consent for the development, if the relevant Commonwealth body advises that the


development will penetrate the Obstacle Limitation Surface or the Procedures for Air Navigation Systems Operations Surface and should not be constructed.

(5) In this clause:relevant Commonwealth body means the body that is responsible for development approvals for development that penetrates the Obstacle Limitation Surface or the Procedures for Air Navigation Systems Operations Surface for the RAAF Base Williamtown under Commonwealth legislation.

6 7.5 7 Development in areas subject to aircraft noise

8 (1) The objectives of this clause are to:(a) prevent certain noise sensitive developments from being located

near the RAAF Base Williamtown and its flight paths,(b) assist in minimising the impact of aircraft noise from that airport

and its paths by requiring appropriate noise attenuation measures in noise sensitive buildings,

(c) to ensure that land use and development in the vicinity of that airport do not hinder or have any other adverse impacts on the ongoing, safe and efficient operation of the airport.

(2) This clause applies to development that:(a) is on land that:

(i) is near the RAAF Base Williamtown, and(ii) is in an ANEF contour of 20 or greater, and

(b) the consent authority considers is likely to be adversely affected by aircraft noise.

(3) Before determining a development application for development to which this clause applies, the consent authority:(a) must consider whether the development will result in an increase

in the number of dwellings or people affected by aircraft noise, and

(b) must consider the location of the development in relation to the criteria set out in Table 2.1 (Building Site Acceptability Based on ANEF Zones) in AS 2021-2000, Acoustics-Aircraft noise intrusion-Building siting and construction, and

(c) must be satisfied that the development will meet AS 2021—2000, Acoustics- Aircraft noise intrusion- Building siting and construction with respect to interior noise levels for the purposes of:(i) if the development will be in an ANEF contour of 20 or

greater - child care centres, educational establishments, entertainment buildings or residential accommodation, and

(ii) if the development will be in an ANEF contour of 25 or greater business premises, hostels, hotel or motel accommodation, office premises or retail premises.

(4) In this clause:airport means civil, military or joint civil and military airport.ANEF contour means a noise exposure contour shown as an ANEF contour on the Australian Noise Exposure Forecast Contour Map for that airport endorsed by the Department of the Commonwealth responsible for airports.



C� Strategic Framework Review

C-1� Commonwealth Planning Matters

C-1-1� Sustainable Population Strategy The Sustainable Population Strategy was released in 2011 and outlines the Australian Government’s framework for a sustainable nation. It will help to ensure that future population change is compatible with Australia’s economic, environmental and social wellbeing.

The Strategy focuses on the necessary policy settings and governance arrangements in place to deliver improvements in our wellbeing, at the local, regional and national levels.

The main objective is to ensure that future changes in Australia’s population are compatible with the sustainability of our economy, communities and the environment. Six underlying principles guide how the Government addresses population issues now and into the future:

1. Freedom of choice: Where to live; household structure and family composition; engagement with the community, economy and our institutions, and the use of government services and infrastructure are a matter of choice for individual Australians and their communities;

2. Valuing diversity: Recognising the benefits of diversity – in culture (including Australia’s Indigenous culture), age, beliefs and lifestyle.

3. Enhancing our prosperity: Capacity to provide the opportunities, benefits and investments expected by Australians depends on enhancing our prosperity and living standards, in real terms, into the future. This can only be achieved through investment in the long term drivers of economic growth and productivity;

4. Good custodianship:The protection of the natural and built environment; sustainable use of Australia’s natural resources; and the conservation of biodiversity and our heritage is an essential responsibility we owe to past and future generations and the global community.

5. Place matters: Quality of life and sense of community is linked to physical location and shared experiences; and

6. Joint responsibility: Commonwealth, State, territory and local governments all have particular responsibilities and must work together to support a sustainable Australia.

(Australian Government, 2011a).


Initiatives that may be of relevance to the proposed action include promotion of regional development through the ‘Sustainable Regional Development’ program and supporting the liveability and sustainability of regional communities across Australia through the ‘Promoting Regional Living’ program.


C-1-2� Our Cities, Our Future – A national urban policy for a productive, sustainable and liveable future

The National Urban Policy establishes the Australian Government’s objectives and directions for Australia’s cities. It sets a vision for cities to deliver future prosperity and wellbeing for Australia’s communities and reinforces the Council of Australian Governments’ national objective to “ensure Australian cities are globally competitive, productive, sustainable, liveable, socially inclusive and well placed to meet future challenges and growth.”

The National Urban Policy recognises the strong interrelationships between cities and regions and the role that our major regional centres play and the challenges that they face dealing with the complexities of the modern economy.

The policy identifies that three-quarters of Australians live in 18 major cities with populations over 100,000, with Newcastle identified as Australia’s seventh largest city. Refer to Figure 23 below.

Figure 23 Australia’s Major Cities – Population change from 2001 to 2010

(Australian Government, 2011b)

The goals and objectives of the National Urban Policy are:

»� Productivity: To harness the productivity of Australia’s people and industry, by better managing our use of labour, creativity and knowledge, land and infrastructure.

D� Improve labour and capital productivity

D� Integrate land use and infrastructure

D� Improve the efficiency of urban infrastructure


»� Sustainability: To advance the sustainability of Australia’s natural and built environment, including through better resource and risk management.

D� Protect and sustain our natural and built environments

D� Reduce greenhouse gas emissions and improve air quality

D� Manage our resources

D� Increase resilience to climate change, emergency events and natural hazards

»� Liveability: To enhance the liveability of our cities by promoting better urban design, planning and affordable access to recreational, cultural and community facilities.

D� Facilitate the supply of appropriate mixed income housing

D� Support affordable living choices

D� Improve accessibility and reduce dependence on private vehicles

D� Support community wellbeing

»� Governance

D� Improve the planning and management of our cities

D� Streamline administrative processes

D� Evaluate progress

(Australian Government, 2011b).

With specific regard to infrastructure provision, the policy recognises the need to ensure our roads, railways, ports, airports, communications, water and electricity networks can adequately provide for economic and population growth.


Initiatives that may be of relevance to the proposed action and have been identified to integrate land use and infrastructure include:

»� Commission Infrastructure Australia to further review how nationally significant transport, communication and energy corridors, sites and buffers in our major cities can be better planned, protected and managed, while minimising disruption to communities.

»� Building upon the findings of this work, the Australian Government will further develop an effective national land use planning framework for land near airports and flight paths. The framework supports the protection of operational airspace and processes to ensure that communities are not exposed to unacceptable levels of aircraft noise.

It is noted that the National Airports Safeguarding Framework has been released.

»� Engage with capital city airport operators, and States and local government on coordinated and integrated planning on and around airports through existing Planning Coordination Forums.


C-1-3� The National Airports Safeguarding Framework An initiative of the Council of Australian Governments was the establishment of the Standing Council on Transport and Infrastructure in September 2011 which brings together Commonwealth, State, Territory and New Zealand Ministers with responsibility for transport and infrastructure issues, as well as the Australian Local Government Association. The Council prepared a National Airports Safeguarding Framework which has been agreed to by its members to be implemented as part of the strategic planning process.

The National Airports Safeguarding Framework was released in 2012 and addresses planning matters relating to both civilian and military airports. It provides a national land use planning framework that aims to:

»� “improve community amenity by minimising aircraft noise-sensitive developments near airports including through the use of additional noise metrics and improved noise-disclosure mechanisms; and

»� improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning decisions through guidelines being adopted by jurisdictions on various safety-related issues.”

(NASAG, 2012)

The national land use planning framework has been implemented to ensure that future airport operations and their economic viability are not constrained by incompatible residential development.

The Safeguarding Framework covers planning for the larger civilian airports subject to the Commonwealth Airports Act 1996 as well as military airports and smaller regional and general aviation airports.

It is the responsibility of each jurisdiction to implement the Safeguarding Framework into their respective planning systems.

Principles for a National Airports Safeguarding Framework

The following seven principles have been identified as fundamental to an effective National Airports Safeguarding Framework:

Principle 1. The safety, efficiency and operational integrity of airports should be protected by all governments, recognising their economic, Defence and social significance.

Principle 2. Airports, governments and local communities should share responsibility to ensure that airport planning is integrated with local and regional planning.

Principle 3. Governments at all levels should align land use planning and building requirements in the vicinity of airports.

Principle 4. Land use planning processes should balance and protect both airport/aviation operations and community safety and amenity expectations.

Principle 5. Governments will protect operational airspace around airports in the interests of both aviation and community safety.

Principle 6. Strategic and statutory planning frameworks should address aircraft noise by applying a comprehensive suite of noise measures.

Principle 7. Airports should work with governments to provide comprehensive and understandable information to local communities on their operations concerning noise impacts and airspace requirements.

(NASAG, 2012)


In relation to military aircraft noise, clause 14 of Guideline A also notes that:

“It is recognised that the pattern of flying at military airfield might not readily lend itself to the same suite of frequency based noise measurements. This is because military jets exhibit a pattern of lower frequency but higher individual noise events that may require different measures, such as N80s. These airfields might continue to rely more heavily on the ANEF.”

Notwithstanding the above, the Safeguarding Framework provides specific guidelines relevant to:

»� Rezoning of greenfield areas to permit noise sensitive uses;

»� Rezoning of brownfield areas to permit noise sensitive uses; and

»� Assessment of new development applications for noise sensitive uses within existing residential areas.

The Safeguarding Framework proposes the use of supplementary metrics for defining the extent of noise effects around airports in the form of Number Above values which include the N60, N65 and N70 values along with details of the number of such events. The Safeguarding Framework proposes guidelines for areas where:

»� The ANEF is greater than 20; or

»� There are 20 or more daily events greater than 70dB LAmax (N70 20 events); or

»� 50 or more daily events greater than 65dB LAmax (N65 50 events); or

»� 100 or more daily events greater than 60dB LAmax (N60 100 events); or

»� 6 or more events greater than 60dB LAmax between 2300-0600hrs.

(NASAG, 2012)

For brownfield sites the Safeguarding Framework recognises that exposure to some aircraft noise may be acceptable, given the other benefits the site may have to offer. In order to allow such development, the Safeguarding Framework recommends that permit or approval conditions should be used to reduce noise impacts (through sound insulation), and disclosure processes applied that ensure residents are aware of these impacts prior to purchase.


Port Stephens Council makes use of a number of planning tools to manage the potential impact of aircraft noise throughout the Local Government Area. Specifically, the Port Stephens Aircraft Noise Policy 2010 references the National Airports Safeguarding Framework. Additionally, the Port Stephens Local Environmental Plan, 20013, the Port Stephens Local Environmental Plan, 2000 and the Port Stephens Development Control Plan contain regulations and standards that are intended to ensure land use impacts arising from aircraft operations are minimised. It is considered necessary that land use regulations that relate to aircraft operations continue to be enforced as any relaxation in policy implementation may potentially lead to future land use conflicts.


C-2� State Planning Matters

C-2-1� NSW 2021 NSW 2021 is the NSW Governments 10 year strategic business plan, setting priorities and guiding resource allocation. The document was released in September 2011 and contains goals and targets to rebuild the NSW economy, return quality services, renovate infrastructure, strengthen the local environment and communities and restore accountability to Government. It replaces the State Plan as the NSW Government’s strategic business plan.


Key goals identified within the plan that are considered relevant to the proposed action are detailed below:

»� Strategy – Rebuild the Economy

D� GOAL 1 Improve the performance of the NSW economy;

D� GOAL 3 Drive economic growth in regional NSW; and

D� GOAL 6 Strengthen the NSW skill base.


C-2-2� NSW State Infrastructure Strategy, 2012 -2032The NSW State Infrastructure Strategy focuses on the strategic investments and reforms that Infrastructure NSW has assessed as being likely to have most impact over the next 20 years.

The Strategy outlines a forward program of urban and regional projects and reforms that should take priority over staged periods leading up to 2032. Key infrastructure affected by the program includes transport, freight, aviation, energy, water, health, education and social infrastructure.


Infrastructure NSW has identified four infrastructure objectives for Regional NSW that may be relevant to the proposed action:

»� Improve access to employment and to connect people and communities;

»� Improve local transport networks;

»� Efficient access to markets, particularly mining and agriculture products to domestic and international markets; and

»� Improve water quality and security.

(NSW Government, 2012a).


C-2-3� NSW Long Term Transport Master Plan, 2012 The NSW Long Term Transport Master Plan sets the framework for delivery of an integrated transport system and identifies the challenges that the transport system in NSW needs to address and a set of actions to address those challenges.


With regard to regional NSW, major transport challenges to improve essential access for regional NSW include:

»� Delivering better transport links to and within the growing regional cities, including Newcastle;

»� Improving accessibility through a better mix of transport options across regional NSW;

»� Providing convenient, reliable and safe travel in regional areas;

»� Making sure our State roads in the regions support the needs of customers, communities and regional industries;

»� Finding workable transport solutions that will preserve the vitality, amenity and character of small and medium-sized country towns;

»� Facilitating access to vital services for an ageing regional NSW population and people with disabilities; and

»� Identifying and preserving key transport corridors.

(NSW Government, 2012b).

The Master Plan identifies a number of challenges for the Newcastle area. Given its proximity to Port Stephens, many of these challenges are also considered to be applicable to the Port Stephens area. The challenges include:

»� Planning for and managing strong demand for car travel and solutions for extremely low levels of public transport use;

»� Addressing the declining or static bus use;

»� Addressing extended peak hours and congestion on key routes;

»� Developing an urban renewal program that creates an attractive, accessible city centre;

»� Planning for and managing strong growth in freight to ensure the economic growth of the city and to minimise the impact on neighbourhood amenity; and

»� Providing better public transport connectivity across the city, between modes, and to major service centres.

(NSW Government, 2012b).

To respond to the above challenges, the Master Plan identifies a number of strategies that include continuing to delivering key upgrades and projects and working with the NSW Department of Planning and Infrastructure to define transport requirements and support development for new greenfield areas.


C-3� Regional Planning Matters

C-3-1� Lower Hunter Regional Strategy The Lower Hunter Regional Strategy was released in October 2006 and is a 25 year strategy that provides a planning framework to guide local planning in the five Local Government Areas of Newcastle, Lake Macquarie, Port Stephens, Maitland, and Cessnock.

The primary purpose of the Regional Strategy is to ensure that adequate land is available and appropriately located to sustainably accommodate the projected housing and employment needs of the Region’s population over the next 25 years. The Regional Strategy plans for the provision of new urban land and land for commercial, retail and industrial purposes, described as “employment land”, in order to meet expected growth.

The Strategy identifies that from 2006 to 2031 the Region will provide up to 115,000 new dwellings to cater for a projected population growth of 160,000 people, meeting changing housing demands and the population increase. It will also accommodate a further 66,000 jobs within employment zones, major and strategic centres, and release 69,000 new greenfield lots. New housing will be concentrated in key centres to boost local economies and maximise use of existing infrastructure including public transport (NSW Government, 2006).

The Strategy identifies Newcastle as the regional city in the Lower Hunter, supported by a hierarchy of regional centres, emerging regional centres, specialised centres and lower order centres. Five renewal corridors are also identified which present opportunities for economic renewal and/or housing renewal and intensification. Within Port Stephens Local Government Area, Raymond Terrace is identified as a Major Regional Centre.



Sections of the Strategy that may be relevant to the proposed action are considered below.Section 5 – Employment and the economy

This section of the Strategy identifies where future employment land is to be located to meet the demands of the expected population growth in the region. Logically the land in the vicinity of the RAAF Base Williamtown has been earmarked as having potential for employment generating development.

In support of the above, the Strategy identifies a number of actions relevant to employment and the economy across the region. The following is included as one of the identified actions:

“The Department of Planning, in partnership with key stakeholders, will coordinate the preparation of a land use development strategy for the RAAF Base Williamtown– Newcastle Airport Employment Zone. Once completed, local environmental plans will be amended, where necessary, to reflect and promote the role of the RAAF Base Williamtown– Newcastle Airport Employment Zone as identified in the land use development strategy.”(NSW Government, 2006).

The above action is currently being implemented through the Williamtown Defence and Airport Related Development Zone Land Use Development Strategy and the rezoning of land to zone SP1 Defence and Airport Related Employment Development.Section 6 – Housing

Port Stephens is expected to accommodate 3,300 additional dwellings in centres and corridors and 2000 as urban infill. In addition, 7200 new dwellings are anticipated within new release areas. Of relevance to the proposed action, land in Medowie and North Raymond Terrace have been identified as urban release areas and will require detailed consideration of noise impacts arising from RAAF Base Williamtown and Newcastle Airport (NSW Government, 2006).Section 7 – Transport

This section of the Strategy recognises the importance of RAAF Base Williamtown and Newcastle Airport in the movement of freight throughout NSW and Australia as a whole. This is supported by the geographical location of the Lower Hunter and the role of the Newcastle Port.

The following action is identified within the strategy:

“Investigate the need for improved transport links connecting the Port of Newcastle and the RAAF Base Williamtown–Newcastle Airport to the national highway network and identify the preferred linkages.”(NSW Government, 2006).

Section 8 - Environment and natural resources

The Regional Strategy recognises the importance of large vegetated areas being linked via habitat corridors at a landscape scale. The most valued of these in the Lower Hunter is the green corridor that links the Watagans and Yengo national parks with the coastal plains of the Tomago Sand beds, Stockton Bight and Port Stephens.

The north-eastern section contains wetlands and lowland coastal forests, fringing the shores of Port Stephens and containing the surface water catchment for Grahamstown Dam. Large parts of the corridor are affected by flooding, contain acid sulfate soils and are noise affected from the RAAF Base and the airport. The combination of environmental values, hazards and the distance to serviced centres means that the area is unsuitable for new large scale urban development, other than building on the existing community at Medowie and employment land at Tomago and Williamtown (NSW Government, 2006).


C-3-2� Lower Hunter Regional Conservation Plan The Lower Hunter Regional Conservation Plan sets out a 25-year program to direct and drive conservation planning and efforts in the Lower Hunter Valley. It is a partner document to the Lower Hunter Regional Strategy.

The primary objectives of the Conservation Plan are to complement the Government’s Lower Hunter Regional Strategy by:

»� Describing the conservation values of the Lower Hunter Region;

»� Analysing the current status of biodiversity within the region, and assessing the likely impacts of development on biodiversity;

»� Assessing the biodiversity values of the region, at a landscape scale, and identifying strategic areas for biodiversity protection, enhancement or restoration;

»� Contributing to a practical framework that can secure, improve or maintain biodiversity values as the Hunter grows over the next 25 years; and

»� Guiding local level planning with respect to biodiversity, including the development of local biodiversity conservation strategies and the development of new Local Environmental Plans that can merit biodiversity certification.

(NSW Government, 2009).


There are no matters arising from this plan that are likely to impact on the proposal.

C-3-3� Lower Hunter over the next 20 years. A discussion paper, 2013

Released in March 2013, the Lower Hunter over the next 20 years discussion paper outlines the current policies and strategies designed to deliver sustainable growth for the Lower Hunter. It looks at the elements that have shaped the Lower Hunter in the past, the trends that are expected to shape the Lower Hunter in the future, and how the NSW Government can facilitate and manage growth in a sustainable manner to the benefit of the Lower Hunter community.

The Lower Hunter includes the five Local Government Areas of Newcastle, Lake Macquarie, Port Stephens, Maitland and Cessnock. Strategic planning for these areas will be guided by a new Lower Hunter Regional Strategy that will build on the 2006 Lower Hunter Regional Strategy and will set out an agreed vision for the Lower Hunter. The new Lower Hunter Regional Strategy is yet to be finalised.


The discussion paper identifies a number of strengths and opportunities across the Lower Hunter. Those that may be considered relevant to the proposed action include:

»� Opportunities:

D� Airport-related industry growth in new employment land zone; and

D� Expansion of Defence industry capabilities.

»� Strengths:

D� The Region’s diverse economic drivers, including Port of Newcastle and Newcastle Airport and its mining, power and Defence industries and education and health assets.

(NSW Government, 2013c).


C-3-4� Hunter Regional Plan, 2012 – 2022The Hunter Regional Plan has been prepared by Regional Development Australia which comprises a partnership between Australian, State, Territory and Local Governments acting as a consultative organisation to enhance the development of Australia’s regions (RDA, 2013).

The Plan describes the strategic approach for the Hunter region to continue growth of its economy.


The plan identifies a number of strategic actions for the Hunter Region. Those that are considered relevant to the proposed action are detailed below:

»� Infrastructure to improve productivity and efficiency:

D� Expansion of airport capacity.

»� Grow the Hunter’s economy:

D� Defence contacts and related industries.

»� Comprehensive and cohesive long term planning:

D� Encourage and plan for population growth;

D� Growth and expansion of Newcastle Airport;

D� Resolution of issues of land-use conflict.

(Regional Development Australia, 2012).

The plan recognises the need to cohesively plan for future growth whilst recognising the importance and role of Defence to the local economy. Management of potential land use conflicts has been clearly identified as a strategic action to be addressed and this is particularly relevant to those areas that may be affected by aircraft noise.

C-4� Local Planning Matters

C-4-1� Port Stephens Planning Strategy, 2011 Adopted in December 2011, the Port Stephens Planning Strategy was implemented to provide a comprehensive planning strategy for the Port Stephens Local Government Area.

The strategy recognises that that the Local Government Area faces a number of opportunities and challenges, including but not limited to:

»� The impact of military aircraft noise; »� Areas of economic growth, such as Tomago and Williamtown (Defence and Airport Related

Development Zone Business Park); and »� The regional airport with ready access to other centres.


The strategy focuses urban growth around centres and directs urban expansion to areas near existing centres and services. The main urban release areas are at Anna Bay, North Raymond Terrace (Kings Hill), and Medowie. In addition there is considerable “infill” potential on undeveloped residentially zoned land.

The Strategy identifies two major growth corridors, described as the Primary Growth Corridor and the Eastern Growth Corridor. The Primary Growth Corridor stretches in the north from the North Raymond Terrace (Kings Hill) new release area to the regional centre of Raymond Terrace to Heatherbrae and in the south by the Tomago Industrial Precinct.


The Eastern Growth Corridor includes Medowie, Williamtown, Newcastle Airport and Fullerton Cove/Fern Bay. The potential for additional growth in the medium to long term in the Eastern Growth Corridor area is to be re-evaluated following review of the Lower Hunter Regional Strategy and completion of the Raymond / Heatherbrae Growth Strategy.



The Urban Support area of Medowie, within the Eastern Growth Corridor lies directly adjacent the Salt Ash Air Weapons Range, whilst the Defence and Airport Related Development Zone Business Park lies directly adjacent the Williamtown RAAF Base.

C-4-2� Port Stephens Futures Strategy, 2009 The Port Stephens Futures Strategy was developed following a review of the major issues facing Port Stephens and consultation with the community and agencies, to set overall directions for sustainable future growth in Port Stephens.

The Futures Strategy comprises:

»� A Council and community expression of the future that they want to create for the Port Stephens area and how this can be achieved;

»� A statement of strategic directions; »� Actions to achieve the strategic directions. The proposed inclusions form a basis to engage all

responsible government agencies and community organisations to achieve the defined future in partnership with Port Stephens Council; and

»� A foundation for the Port Stephens Local Environmental Plan which has subsequently been adopted as the Port Stephens Local Environmental Plan, 2013.



The Futures Strategy identifies the need for planned and well managed coexistence of RAAF Base Williamtown with existing and future residential areas given that aircraft noise management is identified as a significant issue.

The Strategy identifies a range of strategic directions and proposed actions for inclusion in Council’s Community Strategic Plan, Council’s Delivery Program and Council’s Operational Plans. Among other matters, it identifies the following:

Table 21 Proposed Action

Proposed inclusion When Council Stakeholders

To review the aircraft noise impacts and related controls consequent upon the Joint Strike Fighter

Short term

Lead and partner

Department of Defence, State Government agencies

(Port Stephens Council, 2009)

In response to the above action, the Port Stephens Council Aircraft Noise Policy, 2010 and the Port Stephens Local Environmental Plan, 2013 have subsequently been implemented. Both documents give consideration to ANEF 2025 and address the management of aircraft noise impacts and related controls.


C-4-3� Port Stephens Rural Strategy and Rural Lands Study The Rural Lands Study provides a description of the physical, social and economic environment of the Port Stephens Local Government Area as well as the planning context. It identifies development patterns and issues facing the future of the rural lands and discusses matters to be addressed to achieve a sustainable future for the rural lands. (Port Stephens Council, 2011c).

The Port Stephens Rural Strategy has been prepared as an outcome from the Port Stephens Rural Lands Study. This Strategy makes recommendations for the strategic direction of the rural lands of Port Stephens Local Government Area and how they are to be managed over the next ten to 20 years.

Key outcomes of the Strategy are to:

»� Recognise the impact of climate change on future settlement patterns and the rural lands of the Local Government Area, including impacts on natural hazards;

»� Limit expansion to those settlements that have the infrastructure capacity and land capability to support growth;

»� Avoid development in areas of conservation significance;

»� Ensure that current and future agriculture is not compromised by the fragmentation of rural land;

»� Ensure that rural residential development does not hinder the proper and orderly development of urban settlements in the future;

»� Encourage sustainable agricultural production by maintaining and enhancing the natural resource base;

»� Ensure the people in rural areas and settlements have access to an appropriate level of community services and facilities;

»� Encourage a wide range of agricultural and other complementary rural uses such as tourism having regard to environmental impacts;

»� Ensure that there is adequate transport infrastructure to transport the commodities produced in the Local Government Area to markets;

»� Protect the water quality of the Hunter and Williams Rivers and their tributaries; and

»� Protect the integrity of both working and natural landscapes.

(Port Stephens Council, 2011d).

The strategy recognises that prime agricultural land and important rural landscapes need to be protected from undesirable development.


The proposal will not impact on or result in a loss of prime agricultural land and important rural landscapes.


C-4-4� Port Stephens Commercial and Industrial Lands Study Adopted in 2010, the Port Stephens Commercial and Industrial Lands Study was intended to assist Council in implementing policy direction through the development of the Port Stephens Local Environmental Plan, 2013.


The Study recommends a hierarchy of centres for the Local Government Area. Centres considered relevant to the proposal are identified in Table 22 below.

Table 22 Proposed centres hierarchy relevant to the proposal

Locality Centre Type

Raymond Terrace Major regional centre

Raymond Terrace - East Village

Medowie Town centre

Williamtown Specialised centre

Salt Ash Small village

Kings Hill Proposed town centre

(Port Stephens Council, 2010).

The document recognises the future strategic employment opportunities offered by the Williamtown Defence and Airport Related Employment Zone. Any future development within this precinct will need to give consideration of potential noise impacts that may be generated by the proposed operation of the F-35A aircraft. This would be regulated through the local environmental plan.

C-4-5� Medowie Strategy Medowie is centrally located in the Port Stephens Local Government Area and lies adjacent the Salt Ash Air Weapons Range.

The Medowie Strategy guides the management of future population growth and the building of neighbourhoods in this locality. The purpose of the Medowie Strategy is to identify how to manage urban growth and build communities in Medowie.

Future population is expected to increase to 15,020 based on 3,105 proposed dwellings and an occupancy rate of 2.1 persons per dwelling which is lower than the existing 3.1 persons per dwelling (Port Stephens Council, 2009a). Future growth areas are identified in the Medowiw Structure Plan, shown in Figure 24.


Figure 24 Medowie Structure Plan – Land Use Activities



The strategy identifies limits to potential development within Medowie. Section A1.9 Aircraft Noise is of particular relevance as aircraft noise is included among the identified limitations.

The Medowie Strategy proposes development of land situated outside the 20 ANEF contour and proximity to the Salt Ash Air Weapons Range is identified as a restriction to the future expansion toward the East of Medowie.

The strategy identifies the location of the 2012 ANEF but does not identify the location of the 2025 ANEF as shown in Figure 25 below.

A comparison of the 2012 ANEF and the 2025 ANEF is provided within Figure 22 of this report and shows that the 20 contour of the 2025 ANEF is predicted to be situated closer to residential properties located on the eastern perimeter of Medowie.

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Figure 25 Aircraft noise in relation to Medowie


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C-4-6� Williamtown Defence and Airport Related Employment Zone Land Use Development Strategy

Port Stephens Council implemented the Williamtown Defence and Airport Related Employment Zone Land Use Development Strategy to present the outcomes for the staged development of land located directly adjacent to RAAF Base Williamtown over a ten to 25 year time frame. It provides a development control framework to guide the future use of the land within the proposed employment hub.

The location of Defence and Airport Related Employment Zone is identified in Figure 26 below.

Figure 26 Defence and Airport Related Employment Zone – Locality Plan

(NSW Government, 2013c)


The study considers the operational requirements of RAAF Base Williamtown and acknowledges that the land use planning of the new employment zone must consider the operational requirements of the base. Amendments to the Port Stephens Local Environmental Plan were made to ensure that future development within this zone supports RAAF Base Williamtown operations. A structure plan has been developed to indicatively identify future development potential across the site.

RAAF Base Williamtown and Newcastle Airport

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