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State Planning Policy—state interest guideline

Strategic airports and aviation facilities

June 2016

Department of Infrastructure, Local Government and Planning

2State interest guideline - Strategic airports and aviation facilities - June 2016

Preface

Using this state interest guidelineThe Queensland Government established the State Planning Policy (SPP) to define the specific matters of state interest in land use planning and development. To support the implementation of the SPP, each state interest in the SPP is supported by a state interest guideline such as this one.

This state interest guideline must be read in conjunction with the SPP.

The SPP does not prioritise one state interest over another and thus provides flexibility for local governments to respond to specific regional and local contexts. This allows for the state interests to be considered as an entirety rather than as individual competing or conflicting priorities.

The SPP guiding principles carry equal weight with the state interests and must be considered by local government as part of the integration of state interests as an entirety rather than as individual policies. This supports decision making which integrates and balances the economic, environmental and social needs of current and future generations, promotes innovative approaches to design and development where consistent with the strategic intent of a planning scheme and enables flexible and performance-based decisions as part of the assessment process.

Where text in this guideline is in a coloured text box, it is an excerpt from the SPP and is the state’s policy about a matter of state interest.

In relation to making or amending a planning scheme, the SPP quoted text defines what a local government should do in preparing or amending a planning scheme (ie. the state prefers this policy but will consider alternative approaches based on specific local context or issues).

Where interim development assessment requirements apply for a state interest (because the relevant planning scheme has not yet integrated the state interest or an amendment to the SPP has occurred subsequent to the scheme), the SPP quoted text defines requirements that must be applied in the assessment of applicable development applications.

Content within this state interest guideline that is not an excerpt from the SPP provides further context and explains how the SPP policies can be applied. It does not introduce or define any new policies which do not exist in the SPP itself. The use of such guidance material is optional—it does not form a statutory component of the SPP and hence is not a mandatory requirement of the state.

Producing a liveable, sustainable

and prosperous Queensland

Outcom

e fo

cuse

dAccountable

Integrated

Efficient

Positive

Economic growth• Agriculture• Development and

construction• Mining and

extractive resources• Tourism

Infrastructure• Energy and water

supply• State transport

infrastructure• Strategic airports

and aviation facilities

• Strategic ports

Environment and heritage• Biodiversity• Coastal environment• Cultural heritage• Water quality

Safety and resilience to hazards• Emissions and

hazardous activities• Natural hazards, risk

and resilience

Liveable communities and housing• Housing supply and

diversity• Liveable communities


Contents

PART A Background and core concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

PART B Integrating the state interest into planning schemes . . . . . . . . . . . 5

PART C Application of interim development assessment requirements . . . 12

PART D Model code provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Appendix 1: Core concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Appendix 2: Aviation facilities—location and type . . . . . . . . . . . . . . . . . . . . 33

Appendix 3: Building restricted areas for aviation facilities (communication) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Appendix 4: Guidance on the National Airports Safeguarding Framework . . 57

Appendix 5: Guidance on development assessment processes . . . . . . . . . 59

Appendix 6: Guidance on agency roles and contact information . . . . . . . . 66



PART A: Background and core concepts

PART

A

BackgroundStrategic airports and aviation facilities play a key economic, tourism, social and defence role in Queensland. The Queensland Government recognises the need to protect aviation assets to support growth of the state’s economy and tourism industry, regional communities and national defence. Protection of strategic airports and aviation facilities also supports Commonwealth, state and local government investment in aviation infrastructure assets and public passenger transport flights.

The Australian Government also has a direct role in protecting strategic airports and aviation facilities in Queensland. The role of the Australian Government is written in italics throughout this guideline.

State Planning Policy (SPP) code: Strategic airports and aviation facilities The SPP (part H) includes a development assessment code for strategic airports and aviation facilities. Local governments and development proponents are encouraged to use this code to assist in the integration of this state interest in both plan making and development assessment.

State interest—strategic airports and aviation facilitiesPlanning protects the operation of strategic airports and aviation facilities, and enables the growth and development of Queensland’s aviation industry.

Core conceptsAppendix 1 in this guideline provides advice around those core concepts which must be considered in the integration of the state interest—strategic airports and aviation facilities, specifically:

• What is a strategic airport?

• What is an aviation facility?

• What is operational airspace?

• What is a public safety area (PSA)?

• What are the impacts of aircraft noise?

• What is a building restricted area?


How to appropriately integrate the policy1.1 A local planning scheme should ensure that the

location of strategic airports and aviation facilities are identified in their local planning instrument and include airport environs overlay mapping. This mapping should include the below information in order to appropriately protect strategic airports and aviation facilities. While available information will vary depending on the airport/aviation facility, this could be done with overlays that show:

• operational airspace—Obstacle Limitation Surface (OLS) surface (for Leased Federal and other strategic airports) or Height Restriction Zone (for defence airfields and joint-user airfields);

• lighting area buffer zone—areas within a six kilometre radius of a strategic airport’s runway measured from the aerodrome reference point and lighting intensity zones A–D;

• wildlife hazard buffer zone—areas within three, eight and 13 kilometre radius of a strategic airport’s runway measured from the aerodrome reference point;

• building restricted areas for aviation facilities;

• PSAs; or

• ANEF contours.

Policy 1Identifying strategic airports and aviation facilities, and associated obstacle limitation surface (OLS) or height restriction zone, public safety areas, lighting area buffer zones, wildlife hazard buffer zones, Australian Noise Exposure Forecast (ANEF) contours, and building restricted areas.

PART B: Integrating the state interest into planning schemes

PART

B

1.2 The SPP Interactive Mapping System includes mapping layers depicting the location of strategic airports, aviation facilities, operational airspace (with the exception of Height Restriction Zones), PSAs, ANEF contours and building restricted areas (with the exception of satellite ground station [SGS], glide path and localiser facilities).

1.3 Height Restriction Zones for a defence airfield or joint-user airport can be sourced directly from the Department of Defence (DoD). Mapping of Height Restriction Zones, lighting area buffer zones and wildlife hazard buffer zones is available from the SPP Interactive Mapping System. It is highly recommended local government request assistance from Airservices Australia to determine the building restricted area for an aviation facility given the highly technical nature of the process.

1.4 The SPP Interactive Mapping System will include the most recent airport environs overlay data required for each local government area. It is the role of the Department of Transport and Main Roads (TMR) to liaise with all airport managers and Airservices Australia to source the most up-to-date data for each strategic airport and aviation facility.

1.5 In some instances, ANEF data may be limited or may not exist. In those cases, the airport has not developed an ANEF contour, and for that reason the local government cannot include the ANEF constraints.


PART

B

How to appropriately integrate the policy2.1 The strategic framework and land use strategies in

a local planning instrument should ensure that the aviation industry is supported by promoting the use of the land surrounding strategic airports for aviation industry activities. These land uses include industry involving the design, manufacture, maintenance and repair of aircraft and aircraft components, aviation and aerospace research and technology facilities and facilities for aviation and aerospace education and training.

Policy 2Facilitating development surrounding strategic airports that is compatible with, depends upon or gains significant economic advantage from being in proximity to a strategic airport, or supports the airport's role as a freight and logistics hub.

2.2 Land surrounding strategic airports should also be promoted for use by development that gains economic advantage from being in proximity to a strategic airport, or supports the role of the strategic airport as a critical freight and logistics hub. These land uses include air charter businesses, air freight depots, logistic and distribution centres, flight training and skydiving businesses (however, Table 1 should be consulted for transient obstructions caused by parachuting), warehouses and service industries.



PART

B

How to appropriately integrate the policy3(a)1 Land use strategies in a local planning scheme should

ensure development and associated activities do not adversely impact on the safety and viability of strategic airports by creating obstacles in operational airspace or compromising aircraft safety.

3(a)2 Development and activities which may create an obstacle in prescribed airspace for Leased Federal airports or compromise aircraft safety are defined as ‘controlled activities’ under the Airports Act and the Airport (Protection of Airspace) Regulations.

Policy 3Protecting strategic airports by ensuring:

(a) development and associated activities do not create incompatible intrusions or compromise aircraft safety in operational airspace.

3(a)3 The development and activities that may create obstacles should also be avoided in operational airspace for defence airfields, joint-user and other airports. In addition, development and activities with a propensity to attract wildlife (e.g. birds or bats) are also considered to have the potential to adversely impact on operational airspace and aircraft safety.

3(a)4 Land uses and associated activities which may adversely impact operational airspace and aircraft safety are listed in Table 1 below. When making or amending a local planning instrument, local government should carefully consider allocation of land in the vicinity of a strategic airport for the land uses listed in Table 1. Land in the vicinity of a strategic airport can be allocated for a use listed in Table 1 where the local government can demonstrate that the use will not result in adverse impacts on operational airspace or aircraft safety.

Table 1—Land uses with the potential to adversely impact operational airspace and aircraft safety

Activity Land uses

Physical obstructions:

• temporary or permanent

• natural or man-made.

• all land uses where building/structure height exceeds OLS or height restriction zone

• renewable energy facility (wind farm)

Transient obstructions Outdoor sport and recreational aviation activities (e.g. parachuting, hot air ballooning, hang gliding, shooting ranges).

Lighting hazards:

• including reflected sunlight

• distracts or interferes with pilot visibility

• creates pilot confusion regarding approach or runway lighting.

• industry

• port services

• warehouse

• major sport, recreation and entertainment facility

• outdoor sport and recreation

• outdoor lighting

• roads (500–1000 m-long straights)

• advertising device



PART

B

Activity Land uses

Wildlife hazards • cropping

• intensive animal industry

• animal husbandry

• aquaculture

• industry involving food processing

• major sport, recreation and entertainment facility

• outdoor sport and recreation

• utility installation (e.g. sewage/wastewater treatment facilities and waste management facilities [landfill and transfer stations])

• environmental facility (park/conservation estate) (e.g. wetlands)

Gaseous plumes with high velocity (exceeds 4.3 m per second)

Airborne particulates that impair visibility

• medium and high impact industry

• special industry (noxious and hazardous industry)

• extractive industry

• utility installation

• crematorium


(b) development avoids increasing risk to public safety in public safety areas.

How to appropriately integrate the policy3(b)1 The policy outcome can be achieved by ensuring that the

local planning instrument does not allow the following types of development in a PSA:

• accommodation activities;

• the manufacture or bulk storage of flammable, explosive or noxious materials;

• uses that attract large numbers of people (e.g. sports stadia, shopping centres, industrial and commercial uses involving large numbers of workers or customers); and

• institutional uses (e.g. education establishments, hospitals).



PART

B


(c) development mitigates adverse impacts of aircraft noise and is compatible with forecast levels of aircraft noise within the 20 ANEF contour or greater of strategic airports.

How to appropriately integrate the policy3(c)1 Local government is encouraged to use both ANEF

system and alternative aircraft noise metrics such as single event contours (e.g. N70) to inform strategic land use planning decisions about use of land affected by aircraft noise. Alternative aircraft noise metrics should not be used as a substitute for ANEF system information; rather they are a complementary tool that can assist local government in communicating the nature of aircraft noise exposure at a specific location.

REFER TO: Appendix 4: Guidance on the National Airports Safeguarding Framework, which provides further information to local government about alternative aircraft noise metrics through direction to Attachment 1 of the National Aviation Safeguarding Framework, Alternative aircraft noise.

3(c)2 A local planning instrument should make development assessable as described in Table 2 and 3 (pg. 20-21) to ensure incompatible development on land affected by aircraft noise reduces adverse noise impacts on the community to acceptable levels.

REFER TO: PART C: Application of interim development assessment requirements for Table 2 and 3.

3(c)3 Australian Noise Exposure Concept (ANEC) contour mapping cannot be included in a local planning instrument airport environs overlay mapping because it is a hypothetical map and may not have been subject to review by relevant authorities such as Airservices Australia. ANEC maps are produced during consideration of options for airport development and are based on assumptions about runways, aircraft types and so on and future operating conditions which may never occur. Alternative aircraft noise metrics (e.g. N70s) also cannot be included in a local planning instruments airport environs overlay mapping. Neither ANEC mapping nor alternative noise metrics are considered to be a development assessment tool and therefore should not be used to assess aircraft noise impacts on individual development proposals during development assessment processes.



PART

B

Policy 4Protecting aviation facilities by ensuring development and associated activities within building restricted areas do not adversely affect their functioning.

How to appropriately integrate the policy4.1 When allocating land uses in areas where development

has the potential to impact on the functioning of aviation facilities, preference should be given to those uses that are unlikely to penetrate or impact on a facility’s building restricted area. Adverse effects on functioning of aviation facilities can arise from development that causes:

• permanent or temporary physical obstructions;

• electrical or electro-magnetic interference; or

• deflection or interference of signals.

REFER TO: Appendix 3: Building restricted areas for aviation facilities (communication) for information on how to define the building restricted area for an aviation facility.

Policy 5Identifying and protecting key transport infrastructure and corridors (passenger and freight) linking strategic airports to the broader transport network.

How to appropriately integrate the policy5.1 Strategic airports need to be linked to the broader

transport network in order for their operations to be viable. Without roads and railways the airport would not be able to be supplied with the passengers, freight, goods and services required to operate.

5.2 Key transport infrastructure and corridors (including key freight routes) linking a strategic airport to the broader transport network are identified and protected from development which would compromise the function of the transport route.



PART

B

Policy 6Including the SPP code: Strategic airports and aviation facilities or similar development assessment requirements.

How to appropriately integrate the policy6.1 The SPP code: Strategic airports and aviation facilities

(SPP - Appendix 5) provides the foundation for local government when drafting their local planning instrument assessment codes. In some instances, a local government may have already developed an airport environs code, to reflect the former state interest, which may not align with the intent of the code.

6.2 In those instances, and when drafting new local planning instrument codes that vary from the SPP code, the local government must be able to adequately demonstrate that the intent of the current policy has been addressed.

REFER TO: SPP Code: strategic airports and aviation facilities located in Part H of the SPP.



PART C: Application of interim development assessment requirements

PART

C

Development assessment requirement 1Complies with the SPP code: Strategic airports and aviation facilities

How to appropriately address the assessment requirement

The following information provides local government with information to assist in the assessment of development against the SPP code: Strategic airports and aviation facilities.

The guidance is structured in accordance with the relevant performance outcomes of and acceptable outcomes within the code and needs to be read in conjunction with the SPP code: Strategic airports and aviation facilities.

PO1 to PO4—operational airspaceA development proposal should not adversely impact on the operational safety and viability of strategic airports by creating obstacles or compromising aircraft safety in operational airspace. This policy outcome will be achieved if:

• development does not include or create a permanent or temporary physical or transient obstruction in a strategic airport’s operational airspace;

• development does not include or create external lighting or reflective surfaces that could distract or confuse pilots;

• emissions from a development do not significantly increase air turbulence, reduce visibility or compromise the operation of aircraft engines in a strategic airport’s operational airspace; and

• development does not significantly increase the risk of wildlife hazards in a strategic airport’s operational airspace.

Intrusions into operational airspace

Permanent or temporary physical (natural or man-made) or transient obstacles in operational airspace may adversely impact safety and efficiency of aircraft operations of strategic airports.

Generally, buildings and structures exceeding 12 metres in height should be assessed for their potential impact on operational airspace as measured in Australian Height Datum (AHD).

While the Procedures for Air Navigation Services—Aircraft Operational Surfaces (PANS-OPS) is not included within a local planning instrument overlay, it will be considered as part of the airport manager/Australian Government agency assessment of an infringement into operational airspace.

The height of operational airspace in relation to local topography needs to be taken into account when considering height restrictions for buildings or structures. Generally, the further the distance a proposed structure is from the runway(s), the taller the structure can be without intruding into operational airspace. This is because the height of the surface for operational airspace (above ground level) increases as the distance from runways increases (see Figure 1). The exception to this trend is where topography surrounding an airport is mountainous or undulating.

Therefore appropriate height restrictions for a structure need to be determined following advice from the relevant airport manager.

Figure 1—Conceptual illustration of operational airspace


PART

C

Consideration should also be given to any ancillary projections (e.g. antennae, satellite dishes, masts, signs, lift overruns etc.) on buildings and any cranes that are likely to be used during construction. Development applications should ensure ancillary projections are included in all calculations of the height of the proposed obstacle. Information about any cranes to be used during construction should also be provided with the original application. Planting of tree species that have potential to grow to a height that intrudes into operational airspace is inappropriate for developments close to runway ends.

Height restrictions may be relaxed if the impacts of a proposed development are shielded by existing structures. The airport manager can identify areas of ‘obstacle shielding’ where buildings or other structures of an agreed height would not cause an obstruction in operational airspace (e.g. a new building proposed in a central business district with existing tall buildings and structures). However, approval is still required from the Australian Government if the proposed development will encroach into operational airspace. Obstacle shielding enables those developments that would otherwise impact on operational airspace to be assessed as achieving the performance outcome for protecting operational airspace.

Sporting and recreational aviation activities (e.g. parachuting, hot air ballooning or hang gliding) can also adversely affect the safety and efficiency of aircraft operations if they occur within an airport’s operational airspace. Material changes of use for permanent sites including such activities may need to include conditions restricting the operation of these activities to prevent intrusions into a strategic airport’s operational airspace.

Guideline F of the National Aviation Safeguarding Framework, Managing the risk of intrusions into the protected airspace of airports provides local government and proponents of development with further information about how to address risks to aviation safety posed by development.

REFER TO: Appendix 4: Guidance on the National Airports Safeguarding Framework.

Australian Government role

A development proposal involving a building, structure, crane or other construction equipment which encroaches into the operational airspace of a Leased Federal or other strategic airport must be referred to the airport manager for assessment who will on refer the proposal to the Australian Government if required. Encroachments into a Height Restriction Zone for a defence or joint-user airfield must be referred to DoD for assessment.

Appendix 5: Guidance on development assessment processes and Appendix 6: Guidance on agency roles and contact information provides more information regarding the Australian Government’s role and assessment processes for intrusions into operational airspace of strategic airports.



PART

C

Lighting and reflective surfaces

Pilots are reliant on the specific patterns of aeronautical ground lights (i.e. runway lights and approach lights), to safely approach and land aircraft at a strategic airport during inclement weather and outside daylight hours. Aeronautical ground lights enable pilots to align their aircraft with the runway in use and land the aircraft at the appropriate part of the runway.

Lighting associated with development within six kilometres of a strategic airport can have adverse effects on operational airspace if it is configured in such a way as to:

• confuse pilots because of similarities with approach or runway lighting

• distract or interfere with a pilot’s vision while in control of approaching or departing aircraft, for example because of brightness or glare.

Configurations of lights in straight parallel lines 500–1000 metres long, particularly in the vicinity of large unlit areas, can replicate the appearance of airport runways at night. Such lighting configurations could be associated with roads, large parking/storage handling areas, container parks, wharves and sporting fields. Glare or flashes from sporting stadia, flare plumes, refineries, upward shining lights, flashing or sodium (yellow) lighting and reflected sunlight can distract pilots at critical moments.

It is important that lighting associated with development in the vicinity of a strategic airport is not configured in a way that pilots could be distracted or mistake such lighting as the aeronautical ground lights from the airport. Development involving significant external lighting, flare plumes, laser lights and other such bright light sources within six kilometres of an airport needs to be designed so that the lighting does not increase the risk of an aircraft incident.

Guideline E of the National Aviation Safeguarding Framework, Managing the risk of distractions to pilots from lighting in the vicinity of airports provides local government and proponents of development with further information about how to address risks to aviation safety posed by development.



A development proposal within six kilometres of a strategic airport involving installation of external lighting that is likely to affect aircraft operations must be referred to the airport manager for assessment who will on refer the proposal to the Australian Government if required. Both the Civil Aviation Safety Authority (CASA) (under the Civil Aviation Act 1988 and Regulation 94 of the Civil Aviation Regulations 1988) and DoD have legislative powers to cause lighting which may cause distraction, confusion or glare to pilots flying aircraft to be turned off or modified.

Lighting design matters should be addressed during pre-lodgement stage of development assessment processes to avoid CASA or DoD directives to modify lighting after it has been installed. CASA can provide advice about the design and installation of lighting within six kilometres of a strategic airport on the request of local government or an applicant.



PART

C

Emissions

A gaseous plume with a velocity exceeding 4.3 metres per second

Exhaust plumes can originate from several sources including:

• stacks or vents from industrial facilities;

• industrial flares creating an instantaneous release of hot gases;

• cooling towers producing large volumes of buoyant gases; or

• exhaust gases from power generation facilities.

Development incorporating stacks or vents that can emit high velocity gaseous plumes have the potential to adversely impact aircraft operations by affecting the handling characteristics of an aircraft in flight. In such situations there is danger of a momentary loss of control of the aircraft.

Where a development involves plume rises exceeding a velocity of 4.3 metres per second, mitigation measures may be required. In some circumstances, mitigation will not be possible without adversely affecting the operational safety and efficiency of the strategic airport.

Airborne particulates that may impair visibility

Development with the potential to produce steam, dust, smoke, ash and other airborne particles or pollutants (e.g. extractive industries) into operational airspace may affect aircraft safety by reducing pilot or air traffic control (ATC) visibility, or impacting engine operation. Impacts on visibility can cause a change from visual to instrument flight rules which can in turn reduce the handling capacity of operational airspace by as much as 50 per cent.

Development that emits airborne particles is incompatible with operational safety and efficiency of strategic airports if it occurs on land beneath operational airspace.


Any plume rise exceeding a velocity of 4.3 metres per second at exit must be referred to the airport manager who will on refer the proposal to CASA for assessment. CASA will assess the potential hazard and dangers under Regulation 139.370 of the Civil Aviation Safety Regulations and Regulation 6 of the Airspace Regulations 2007.

The Advisory Circular AC 139–5(1) provides guidance to proponents regarding the plume rise assessment process and the information required from proponents to initiate a plume rise assessment by CASA. CASA can provide advice and conduct a preliminary screening of the location for local government or applicants during the pre-lodgement stage of development assessment.


A development proposal involving emission of airborne particulates that may impair visibility in operational airspace must be referred to the airport manager who will on refer the proposal to CASA for assessment. Proposals with the potential to affect visibility in a Height Restriction Zone for a defence or joint-user airfield must be referred to DoD for assessment.

Appendix 5: Guidance on development assessment processes and Appendix 6: Guidance on agency roles provides more information regarding the Australian Government’s role and assessment processes for intrusions into operational airspace of strategic airports.

It is recommended proponents seek CASA or DoD advice during pre-lodgement stage of development assessment processes.



PART

C

Wildlife hazards—managing the risk of strike in the vicinity of airports

All wildlife on or around an airport should be regarded as a potential hazard to aircraft safety. Most wildlife strikes occur on and in the vicinity of airports, where aircraft fly at lower elevations. Flying vertebrates (e.g. birds or bats) mainly use airspace within 300 metres of the ground so are likely to conflict with aircraft when they are at their most vulnerable, i.e. immediately after take-off and during landing approaches or other low flying manoeuvres.

The risk of a wildlife strike by an aircraft is relative to the level and form of wildlife activity within the boundary of an airport and in surrounding areas. Certain land uses (see Table 1) can attract wildlife which then migrate onto the airport or across flight paths, increasing the risk of strikes. Airports actively reduce wildlife populations and manage the risk of strikes on airport land.

Where local government seeks to approve land uses which may increase the risk of wildlife strike near existing airports, steps should be taken to mitigate risk in consultation with the airport manager and qualified bird and wildlife management experts.

Risk mitigation measures that should be considered in such cases include:

• a requirement for a wildlife hazard management program;

• the establishment of wildlife management performance standards;

• allowance for changes to design and/or operating procedures at places where land use has been identified as increasing the risk of wildlife strike to aircraft;

• establishment of appropriate habitat management for incompatible land uses;

• creation of performance bonds over increased risk development to ensure clean-up and compensation should obligations not be met;

• authority for airport operators to inspect and monitor properties close to airports where wildlife hazards have been identified; and

• consistent and effective reporting of wildlife events in line with Australian Transport Safety Bureau (ATSB) guidelines.

Guideline C of the National Aviation Safeguarding Framework, Managing the risk of wildlife strikes in the vicinity of airports provides local government and proponents of development with further information about how to address risks to aviation safety posed by development.



Local government may refer a development proposal in the vicinity of a strategic airport that may increase risk of wildlife strike to the airport manager for advice if required. A development proposal in the vicinity of a defence or joint-user airfield that may increase risk of wildlife strike should be referred to DoD for assessment.



PART

C

Risk associated with wind turbine installations (wind farms) or wind monitoring towers

Wind farms can be hazardous to aviation as wind turbines are tall structures with the potential to come into conflict with low-flying aircraft. Temporary and permanent wind monitoring towers can be erected in anticipation of, or in association with, wind farms and can also be hazardous to aviation, particularly given their low visibility. These structures can also affect the performance of aviation facilities operated by Airservices Australia and DoD.

A state code for wind farm developments is being developed by DILGP, which will inform the planning, construction and operation of wind farms in Queensland, including consideration of potential aviation impacts. Wind farms in Queensland will be required to comply with this code.

Guideline D of the National Aviation Safeguarding Framework, Managing the risk of wind turbine farms as physical obstacles to air navigation provides local government and proponents of development with further information about how to address risks to aviation safety posed by development.

Risk associated with shooting ranges

If a new shooting range is proposed beneath a strategic airport’s operational airspace, CASA should be notified.

CASA has interests in the siting of shooting ranges in the vicinity of airports. Bullets, shots or pellets associated with shooting ranges should not penetrate operational airspace. CASA (under the Civil Aviation Act 1988, Civil Aviation Safety Regulations 1998 and manual of operational standards) can provide advice on safety areas, distances and range orientation.


A proponent must notify the airport manager, CASA and Airservices Australia when wind turbines over 110 metres above ground level are proposed within 30 kilometres of a strategic airport. DoD must be notified of any wind farm proposal in Queensland. Pre-lodgement meetings are recommended with the airport manager, CASA, DoD and the Department of Infrastructure, Local Government and Planning (DILGP).

Appendix 5: Guidance on development assessment processes and Appendix 6: Guidance on agency roles provides more information regarding the Australian Government’s role and assessment processes for intrusions into operational airspace of strategic airports.



PART

C

PO5—Protection of aviation facilitiesLocal government and proponents of development can determine whether a proposed development is located in a building restricted area and, if so, which zone of the building restricted area the development is located in by consulting the SPP Interactive Mapping System and Appendix 3: Building restricted areas for aviation facilities (communication).

In most cases, a building restricted area is divided into two zones: Zone A and Zone A/B. Radar and very high frequency (VHF) facilities have a third zone called the area of interest (see Figure 2). Each zone has a different level of restriction on the type of structures and activities that can occur in the zone and different assessment requirements.

Zone A describes the dimensions of airspace around an aviation facility that is critical for the functioning of the facility. Development proposals on land in Zone A should comply with the SPP code: Strategic airports and aviation facilities and be referred to Airservices Australia for assessment of the impacts of the development on the facility.

Figure 2—Conceptual illustration of zones within a building restricted area

Area of interest

A/B

A

REFER TO: Appendix 6: Guidance on agency roles for further information.

Where a development is proposed on land within Zone A/B, local government and/or the proponent of the development will need to use the information provided in Appendix 3: Building restricted areas for aviation facilities (communication) to determine whether the proposed development will be located in Zone A or Zone B. Whether a development is in Zone A or B depends on the location and height of the development, relative to the aviation facility. If the height of the development is such that it will not encroach into the airspace defined as Zone A, the development will not need to be assessed against the requirements of the SPP code: Strategic airports and aviation facilities or referred to Airservices Australia for assessment.

Where a development is proposed on land within an area of interest, it is not required to be referred to Airservices Australia for assessment unless it encroaches into protected airspace for a radar facility as defined in Appendix 3: Building restricted areas for aviation facilities (communication).



PART

C

Generally, the types of development proposals which require assessment, if proposed within a building restricted area include:

• buildings (multistorey offices or residential, sheds, car parks etc.);

• hangars and warehouses;

• infrastructure including bridges and motorway/freeway, overpasses etc.;

• power station stacks and plumes;

• power lines, power poles and light poles;

• telecom towers;

• commercial signage and advertising billboards;

• construction cranes (mobile, tower and luffing etc.); and

• wind turbines and wind monitoring masts.

Applications for development in a building restricted area should contain sufficient information about the site and development proposal for the assessment manager and Airservices Australia to be able to establish that the proposed use would not adversely affect the functioning of aviation facilities.

Height limits for development within/beneath an aviation facility’s building restricted area may be relaxed if the impacts of any proposed use are shielded by existing structures. Airservices Australia can identify areas of ‘obstacle shielding’ where buildings or other structures to an agreed height would not cause an obstruction in building restricted area.

It should be noted that the SPP Interactive Mapping System does not include mapping of the building restricted areas for SGS antennas or instrument landing systems (ILS) (localisers and glide paths) due to the complexity of the dimensions of these areas. Local government and proponents of development in the vicinity of these types of facilities can contact the relevant airport manager or Airservices Australia for advice in these circumstances.

REFER TO: Appendix 6: Guidance on agency roles for contact details.


A development proposal on land located within a building restricted area should be referred to Airservices Australia or DoD for assessment in accordance with the requirements outlined in Appendix 3: Building restricted areas for aviation facilities (communication). Airservices Australia or DoD will provide local government and proponents with authoritative advice about the impact of a proposed development on the function of an aviation facility, requirements for risk assessment processes and mitigation methods. It is recommended advice is sought during pre-lodgement stage of development assessment processes to avoid objections from Airservices Australia or DoD.

If a development adversely affects the functioning of an aviation facility, CASA (under the Civil Aviation Act 1988) has legislative powers to cause buildings and structures to be modified, an activity to cease, or other action to be taken as necessary to remove the interference.



PART

C

PO6—Public safety areasDevelopment should not increase the risk to public safety in a PSA. Any development involving a material change of use or reconfiguration of a lot in a PSA should avoid:

• increasing the numbers of people living, working or congregating in the PSA; and

• the use or storage of hazardous, explosive or flammable materials.

Any assessment of a development’s compatibility with the policy intent of a PSA should consider:

• direct impacts to aircraft passengers and people on the ground in the case of an aircraft accident in a PSA; and

• indirect impacts arising from damage to ground facilities such as storage facilities for explosive, flammable or other hazardous materials.

PO7—Aircraft noiseWhen assessing an application, a material change of use should be consistent with compatible and incompatible land use within ANEF contours as outlined in Table 2.

Where Table 3 classifies a land use as assessable development, approvals for material changes of use should be subject to a condition requiring associated building work to incorporate noise attenuation measures that achieve the indoor design sound levels set out in Table 4. Noise attenuation measures should be determined by an appropriately qualified acoustic professional.

Guideline A of the National Aviation Safeguarding Framework, Measures for managing impacts of aircraft noise provides local government and proponents of development with further information about how to address adverse impacts on development from aircraft noise.

REFER TO: Appendix 3: Guidance on the National Airports Safeguarding Framework for further information.

Table 2—Compatible and incompatible land uses within ANEF contours

Sensitive land usesCompatibility of use within ANEF contour of site

Compatible Compatible subject to conditions

Incompatible

Accommodation activity (except short–term accommodation, rooming accommodation), residential care facility

Less than 20 ANEF 20–25 ANEF 25–40 ANEF

Short-term accommodation, hotel, rooming accommodation Less than 25 ANEF 25–30 ANEF 30–40 ANEF

Educational establishment, child care centre Less than 20 ANEF 20–25 ANEF 25–40 ANEF

Hospital, health care service Less than 20 ANEF 20–25 ANEF 25–40 ANEF

Community use, places of worship Less than 20 ANEF 20–30 ANEF 3–40 ANEF

Office Less than 25 ANEF 25–35 ANEF 35–40 ANEF

Source: Adapted from AS 2021 (as adopted 12 February 2015).

Note:1. Table 2 only considers aircraft noise impacts on indoor spaces specifically.2. AS 2021 should be referred to by those seeking information/background on the basis for Table 2.



PART

C

Table 3—Levels of assessment for development within ANEF contours

Land usesLevel of assessment

Self-assessable Assessable

Accommodation activity (except short-term accommodation, rooming accommodation), residential care facility

Less than 25 ANEF Reconfiguration of a lot or material change of use on land within the 25–40

ANEF

Short-term accommodation, hotel, rooming accommodation Less than 30 ANEF Material change of use on land within the 30–40

ANEF

Educational establishment, child care centre Less than 25 ANEF Material change of use on land within the 25–40

ANEF

Hospital, health care service Less than 25 ANEF Material change of use on land within the 25–40

ANEF

Community use, places of worship Less than 30 ANEF Material change of use on land within the 30–40

ANEF

Office Less than 35 ANEF Material change of use on land within the 35–40

ANEF



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Table 4—Desirable indoor design sound levels for sensitive land uses

Land use Location within development Indoor design sound level dB(A)

Accommodation activities

Residential care facilities

Sleeping areas 50

Other habitable 55

Short-term accommodation

Hotels

Rooming accommodation (hostel)

Sleeping areas 55

Educational establishments

Child care centres

Libraries

Classrooms, study areas

Sleeping areas

50

Teaching area, assembly areas 55

Hospitals

Health care services

Wards, theatres, treatment and consulting rooms

50

Laboratories 65

Community uses

Places of worship

50

Offices Private offices, conference rooms 55

Open offices 65

Source: Adapted from AS 2021 (as adopted 12 February 2015).

Note:1. AS 2021 as adopted 12 February 2015, should be referred to for advice and information about the indoor design sound levels in Table 4.



PART D: Model code provisions

PART

D

There are no model code provisions for this state interest, instead refer to the SPP code: Strategic airports and aviation facilities located in Appendix 5 in the SPP.


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Appendix 1: Core concepts

This Appendix provides advice around those core concepts which must be considered in the integration of the state interest—strategic airports and aviation facilities.

Specifically:

• What is a strategic airport?

• What is an aviation facility?

• What is operational airspace?

• What is a PSA?

• What are the impacts of aircraft noise?

• What is a building restricted area?

• What is the role of the Australian Government in aviation matters?

What is a strategic airport?A strategic airport is an airport that is considered by the state to be essential to the national and state air transport network or the national defence system. An airport is a strategic airport for the purposes of the SPP if it meets one of the following criteria:

1. The airport is listed as a ‘Commonwealth place’ as defined by the Commonwealth Places (Application of Laws) Act 1970 and comes under the regulatory regime of the Airports Act 1996.

2. The airport is a defence airfield subject to the Defence Act (Areas Control) Regulations 1989, implemented by DoD under the Defence Act 1903.

3. The airport is deemed to be public passenger transport infrastructure that is serviced by regular public transport services and it has more than 50 000 passenger movements per annum consisting of:

a) aircraft with a capacity to carry greater than 30 passengers per flight; and

b) aircraft with a weight of greater than 3400 kilograms.

4. The airport is deemed to be essential to the state for economic or social reasons. Such reasons include, but are not limited to:

a) being used as an international gateway or international alternate;

b) enabling services necessary to support both existing tourism and identified tourism opportunities;

c) supporting existing and planned urban/regional areas and townships;

d) being a major freight and logistics hub or providing significant industry and employment opportunities;

e) supporting both community access to essential air services and social connectivity for regional communities.

Airports meeting the above criteria are listed in the SPP Table 2: Strategic airports. The airports are categorised as one of four different types to assist in differentiating the planning requirements that apply to land in the vicinity of the strategic airport:

1. Leased Federal;

2. defence airfields;

3. joint-user; or

4. other (either owned by a local authority or private entity or leased from the state).

Table 2 of the SPP identifies the name the strategic airport identified in the SPP and affected local governments.

What is an aviation facility?An aviation facility is a communication, navigation or surveillance (CNS) facility that allows:

• pilots to navigate while en-route between airports;

• pilots to utilise terminal area navigation aids to conduct instrument approach procedures;

• dialogue between pilots and ATC; and

• ATC to monitor and confirm an aircraft location.

The aviation facilities protected by the SPP are listed in Appendix 2: Aviation facilities—location and type. These facilities are:

• directly associated with the operations of a strategic airport listed in Table A and operated by the airport owner; or

• a system-wide (or en-route) aviation facility operated by Airservices Australia, DoD or another agency under contract with the Australian Government.

Further information about communication, navigation and surveillance facilities is provided on the next page.


Communication facilitiesCommunication facilities enable air-to-ground communications between pilots and ATC or communications between major ATC and other aviation facilities. Communication facilities used in Queensland are:

• VHF radio transmitters and receivers;

• high frequency (HF) radio transmitters and receivers; and

• SGS antennas.

Signal reception between aircraft and ground facilities is by line of sight or via a satellite link.

Navigation facilitiesA network of ground-based navigation aids is used for instrument navigation by pilots of suitably equipped aircraft. Generally, navigation aids are located at airports or at key points on air routes. Navigation aids used in Queensland are:

• the ILS, including associated localisers, glide paths and marker beacons

• the non-directional beacon (NDB)

• VHF omnidirectional range (VOR), conventional very high frequency omni-directional range (CVOR) and doppler VHF omni-directional range antennas (DVOR)

• distance measuring equipment (DME).

Surveillance facilitiesSurveillance facilities monitor air routes and aircraft movements to assist ATC with more accurate information on aircraft position. This reduces the need for voice communications between ATC and the pilot. Surveillance facilities used in Queensland are:

• Primary Surveillance Radar (PSR)

• Secondary Surveillance Radar (SSR)

• Automatic Dependent Surveillance Broadcast (ADS-B) surveillance system

• Advanced Surface Movement Guidance and Control System (A-SMGCS).

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What is operational airspace?Airports need airspace around it to enable aircraft to take-off, land or manoeuvre safely and efficiently. This airspace is called ‘operational airspace’ or ‘prescribed airspace’ for Leased Federal airports.

During take-off, landing or manoeuvring operations, pilot workload is greatest and an aircraft is least manoeuvrable. Therefore, it is very important that operational airspace remains clear of any obstacles or activities that could distract or interfere with the safe operation of an aircraft.

Development (such as buildings and structures), natural landscape features and transient activities can have adverse impacts on the safety, viability and efficiency of airport operations if it encroaches into operational airspace. The effects of individual obstacles may be relatively minor when assessed using Collision Risk Modelling, however together a number of obstacles may seriously limit runway utilisation, cause airspace congestion and reduce the effective handling capacity of a strategic airport. For example, a tall building that encroaches into operational airspace may result in the minimum descent altitude for an approaching aircraft being lifted to account for the new, taller obstacle. As a result, aircraft operators may have to reduce the amount of fuel, number of passengers and/or weight of cargo carried by an aircraft, or restrict the number of aircraft that may be able to land during inclement weather.

The SPP uses the following tools to ensure operational airspace is protected:

• for Leased Federal and other airports—the OLS and the PANS-OPS surface; and

• for defence airfields and joint-user airfields—Height Restriction Zones pursuant to the Defence (Areas Control) Regulations 1989 (DACR) under the Defence Act 1903.



Obstacle Limited Surface (OLS)The OLS for an airport is a surface which defines the operational airspace that should be kept free of obstacles for aircraft operations being conducted under visual operations. The OLS can extend up to 15 kilometres from the end of runways at major airports.

An obstacle that encroaches into OLS airspace is not automatically prohibited. However, pre-existence of a structure or other obstacle in OLS airspace does not necessarily mean that a new proposal to encroach into OLS airspace will be approved. The aim is to ensure that all obstacles that encroach into OLS airspace can be identified and assessed by the relevant airport manager, CASA and/or Airservices Australia for their potential impact upon the safety and efficiency of airport operations. The assessment will determine whether the encroachment is permissible and if so, whether any risk mitigation requirements (e.g. lighting) need to be imposed to protect operational safety.

Procedures for Air Navigation Services—Aircraft Operations Surface (PANS-OPS)The PANS-OPS surface determines the operational airspace a pilot is required to use when flying an aircraft under non-visual operations, that is, when relying on instruments for navigation. This normally occurs during poor visibility or inclement weather. The PANS-OPS surface protects aircraft from colliding with obstacles when flying using instruments.

Under Regulation 9 of the Airports (Protection of Airspace) Regulations 1996, a permanent encroachment into PANS-OPS airspace for a Leased Federal airport is not permitted. For other airports, development should seek to avoid any permanent encroachments into PANS-OPS airspace. However, if all stakeholders agree that a permanent encroachment into PANS-OPS airspace is essential, the PANS-OPS surface should be raised so it is clear of the development causing the intrusion. This may cause operational restrictions for airport operations and could result in greater impacts on the community, for example re-design of flight paths which increases the population exposed to high levels of aircraft noise.

Height Restriction ZonesThe DACR specifies Height Restriction Zones for Queensland defence airfields at Royal Australian Air Force (RAAF) base Townsville, RAAF base Amberley, RAAF base Scherger and Army Aviation Centre, Oakey. The height restrictions may limit the height of new structures or additions to existing structures to heights of 7.5, 15, 45 or 90 metres above ground level. If a building, structure or natural object (e.g. a tree) encroaches into the Height Restriction Zone prescribed for the defence airfield, an approval is required from DoD.

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Australian Government role Part 12 of the Airports Act 1996 and the Airports (Protection of Airspace) Regulations 1996 establishes mechanisms for the declaration of ‘prescribed airspace’ at and around Leased Federal airports.

CASA sets the standards used to determine the OLS and PANS-OPS surface for strategic airports. An airport manager is responsible for determining the OLS and PANS-OPS surface applicable to the airport. Height Restriction Zones for Queensland’s defence airfields are depicted by maps in the schedules of the Defence (Areas Control) Regulations.

Under Part 139 of the Civil Aviation Safety Regulations, CASA must be notified of any object extending to a height of 110 metres or more above ground level (even if the obstacle to located outside of OLS airspace). Any object extending to a height of 150 metres or more above ground level is considered to be an obstacle unless assessed by CASA to be otherwise.



What is a public safety area? (PSA)A PSA is a defined area at the end of a strategic airport’s runway where there is potentially an increased risk of an aircraft accident occurring. The probability of an accident occurring during any single aviation operation is very low. However, an analysis of aircraft accidents reported to the International Civil Aviation Organisation since 1970 suggests most accidents that do occur, occur immediately beyond the ends of a runway—up to 1000 metres before the runway during landing or up to 500 metres beyond the runway end on take-off. During this time the aircraft is aligned with the extended runway centreline and is relatively close to the ground.

PSAs define the area in which development should be restricted in order to protect the safety of both aircraft passengers, property and people on the ground in the event of an aircraft accident during landing or take-off.

A PSA is required at the each end of a strategic airport’s main runway if:

• the airport is listed as a ‘Commonwealth place’ under the Commonwealth Places (Application of Laws) Act 1970;

• the airport is a defence airfield subject to the Defence Act (Areas Control) Regulations 1989; and

• the runway meets the following criteria:

– regular public transport jet aircraft services are provided, or

– greater than 10 000 aircraft movements occur per year (excluding light aircraft movements).

PSAs are also required for other runways (i.e. secondary or cross-runways) of strategic airports where the runway meets the aircraft movements threshold listed above (i.e. has greater than 10 000 aircraft movements per year [excluding light aircraft movements]).

The strategic framework and land use strategies in a local planning instrument should ensure that future land uses and development do not increase risk to public safety by avoiding:

• significant increases in people living, working or congregating in a PSA; and

• the use or storage of hazardous, explosive or flammable materials in a PSA.

Table A on the next page identifies the strategic airports which require a PSA for the specific runways and those strategic airports where the local government has put a PSA in place at their own discretion.

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Table A—Strategic airports and PSA required for runways

Strategic airport Local government area Airport typePSA required on main runway

PSA required for other runway(s)

Archerfield Brisbane City Council Leased Federal Yes No

Army Aviation Centre Oakey

Toowoomba Regional Council Defence airfield Yes No

Brisbane Brisbane City Council Leased Federal Yes YesRunway 14/32—cross only

Brisbane West Wellcamp Toowoomba Regional Council Other Yes No

Bundaberg Bundaberg Regional Council Other No# No

Cairns Cairns Regional Council Other Yes No

Emerald Central Highlands Regional Council

Other Yes No

Gladstone Gladstone Regional Council Other Yes No

Gold Coast/Coolangatta Gold Coast City Council Leased Federal Yes No

Hamilton Island Whitsunday Regional Council Other Yes No

Hervey Bay Fraser Coast Regional Council Other Yes No

Horn Island Torres Shire Council Other No No

Longreach Longreach Regional Council Other Yes No

Mackay Mackay Regional Council Other Yes No

Mareeba Tablelands Regional Council Other No No

Moranbah Isaac Regional Council Other Yes No

Mount Isa Mount Isa City Council Leased Federal Yes No

Northern Peninsula Torres Shire Council Other No No

Rockhampton Rockhampton Regional Council Other Yes No

Roma Maranoa Regional Council Other No No

RAAF Base Amberley Ipswich City Council Defence airfield Yes No

RAAF Base Scherger Cook Shire Council Defence airfield Yes No

Sunshine Coast Sunshine Coast Regional Council

Other Yes No

Toowoomba Toowoomba Regional Council Other No# No

Townsville Airport/RAAF Base Townsville

Townsville City Council Joint-user Yes No

Weipa Cook Shire Council Other No No

Whitsunday Coast - Prosperpine

Whitsunday Regional Council Other Yes No

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# PSA in place at local government discretion


Dimensions of a PSAA PSA forms the shape of an isosceles trapezoid—1000 metres long, 350 metres wide closest to the runway end, tapering to a width of 250 metres furthest from the runway (see Figure 3). It lies beneath the approach or take-off path where the aircraft is closest to the ground at the end of the runway.

Figure 3: Dimensions of a PSA

Notes:1. The dimensions indicate an area where the risk per year, resulting

from an aircraft crash, to a representative individual (individual risk) is of the order of 1 in 10 000 (10–4).

2. The dimensions also partially enclose an area of individual risk of the order of 1 in 100 000 (10–5). As general guidance, it would be inappropriate for a use subject to assessment against the SPP to be exposed to a higher individual risk than 1 in 10 000 (10–4).

What are the impacts of aircraft noise?Aircraft noise can cause high levels of annoyance because of its tone, pitch and repetitiveness. Levels of annoyance also depend on the frequency of aircraft movements occurring during the day or night and the relationship to ambient noise levels.

Noise from aircraft operations is the most common source of public complaint about airports. Public complaint can constrain the efficient operation of existing runways and significantly inhibit airport expansion by affecting the economic viability of planned runways. Therefore, local governments need to ensure that development on land affected by significant levels of aircraft noise is designed and constructed to mitigate adverse noise impacts on the community.

The ANEF systemThe ANEF system is a measure of the aircraft noise exposure levels around airports. The system predicts for a particular future year (usually 10 or 20 years ahead), the cumulative exposure to aircraft noise during a specified time period (usually one year) likely to be experienced by communities near airports. It is based on average daily sound pressure levels which are measured in decibels (dB). Noise exposure levels are calculated in ANEF units which take into account the following factors of aircraft noise:

• the intensity, duration, tonal content and spectrum of audible frequencies of the noise of aircraft take-offs, approaches to landing and reverse thrust after landing (for practical reasons, noise generated on the airport from aircraft taxiing and engine running during ground maintenance is not included);

• the forecast frequency of aircraft types and movements on the various flight paths;

• the average daily distribution of aircraft arrivals and departures in both daytime and night-time (daytime defined as 0700 hours to 1900 hours and night-time defined as 1900 hours to 0700 hours). Night time movements are represented with a six decibels adjustment in the ANEF calculation; and

• ANEF charts are prepared by airport managers and should be endorsed by Airservices Australia or DoD for defence airfields. ANEF contour information should be prepared in accordance with the Australian Standard AS 2021–2015: Acoustics—Aircraft noise intrusion—Building siting and construction (AS 2021) as adopted 12 February 2015.

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Other aviation mattersThe state also has a direct role in regulating Cairns International and Mackay airports under the Airport Assets (Restructuring and Disposal) Act 2008. Both Cairns and Mackay airports are leased by a private operator from the state under the Act.

Commonwealth interestThe Australian Government also has a direct role in protecting strategic airports and aviation facilities in Queensland. This role is performed by the Department of Infrastructure and Regional Development (DIRD), CASA, Airservices Australia and DoD and supported by Commonwealth legislation as outlined below.

Leased Federal airportsThe Airports Act 1996 (Airports Act) (Commonwealth) and the Airports (Protection of Airspace) Regulations 1996 include powers to protect Leased Federal airports (also known as Commonwealth airports) at Archerfield, Brisbane, Gold Coast, Mount Isa and Townsville (civil component only). Although these five airports are leased to private operators, they are a ‘Commonwealth place’ under the Commonwealth Places (Application of Laws) Act 1970 and therefore remain under the jurisdiction of the Australian Government.

Part 12 of the Airports Act and the Airports (Protection of Airspace) Regulations establishes a framework for the protection of operational airspace around Leased Federal airports. The Airports Act defines any activity that encroaches into a Leased Federal airport’s operational airspace (known as prescribed airspace) to be a ‘controlled activity’. Controlled activities cannot be carried out without approval from the Australian Government. The Australian Government and/or the airport manager can approve or refuse applications to carry out a controlled activity or impose conditions on the approval.

Defence airfieldsDoD operates defence airfields at Amberley, Oakey, Scherger and Townsville under the Defence Act 1903 and the DACR. Regulation 10 of the DACR requires any building, structure or natural obstacle located on land within a Height Restriction Zone to be assessed by DoD for hazards to military aviation operations. DoD also safeguards defence airfields against extraneous lighting and wildlife hazards up to 15 kilometres from the airfield.

It should be recognised that the effects of noise from aircrafts are not confined to areas defined as being within the 20 ANEF contour or greater. If the site is outside the 20 ANEF contour, aircraft noise may be present but noise from sources other than aircraft may generally be more dominant.

What is a building restricted area?The airspace surrounding aviation facilities needs to be clear from physical obstructions, competing radio transmissions and significant electrical/electromagnetic emissions in order to function effectively. The airspace within nearby development (including activities associated with the development) has the potential to adversely impact an aviation facility or interfere with signals is called the building restricted area.

The extent of the building restricted area differs depending on the type of aviation facility and is divided into a number of different zones with each zone having a different level of restriction on the type of structures and activities that can occur. Generally, a building restricted area should be kept clear of:

• obstructions to the line of site between transmitting and receiving devices (e.g. buildings, other structures or trees);

• objects that act as reflectors or deflect signals used by aviation facilities (e.g. wind turbines);

• significant radio frequency interference; and

• significant electromagnetic emissions such as those emitted by arc welding associated with steel fabrication.

Aviation facilities are usually situated on land owned or controlled by Airservices Australia or the airport owner and located in open rural areas or in conservation and recreation reserves, so they are unlikely to be affected by nearby development.

However, building restricted areas can extend up to 15 kilometres from the facility, so there is potential for new development to infringe upon this area and adversely affect the operation of the facility.

Building restricted areas for different types of aviation facilities are described later in this guideline in Appendix 3: Building restricted areas for aviation facilities (communication).

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Other airportsUnder the Civil Aviation Act 1988 and supporting civil aviation regulations, CASA exercise powers to protect the operational airspace for airports that are not a Commonwealth place from incompatible intrusions.

Australian Government role Airservices Australia sets the standards used to determine the building restricted area for different types of aviation facilities. The local government is responsible for determining the building restricted area applicable to the facility in consultation with Airservices Australia.

Under the Air Services Act 1995, Civil Aviation Act 1988 and the Defence Act 1903, the Australian Government (Airservices Australia and DoD) is responsible for ensuring that the functioning of Australia’s network of aviation facilities is not compromised.

Interference with an aviation facility may also invoke powers under the Australian Communications and Media Authority Act 2005. Radio frequency interference is regulated by the Australian Communications and Media Authority (ACMA) and therefore not addressed under this state interest.



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Aerodrome Reference Point See Civil Aviation Safety Authority Manual of Standards Part 139—Aerodromes.

Australian Noise Exposure Forecast (ANEF) See SPP Glossary.

Aviation facility See SPP Glossary and section 3.2 and Appendix 1 of this guideline.

Building restricted area See SPP Glossary.

Height Restriction Zone The operational airspace zone for Queensland defence airfields as defined under the DACR.

Obstacle Limitation Surface (OLS) See Sustainable Planning Regulation 2009.

Operational airspace See SPP Glossary.

Procedures for Air Navigation Services—Aircraft Operations Surface (PANS-OPS)

The surface which determines the volume and dimensions of operational airspace required to protect the safety of aircraft operations being conducted under non-visual operations, that is, when pilots fly aircraft relying on instruments for navigation.

Public passenger transport infrastructure See Transport Planning and Coordination Act 1994, section 3.

Public safety area (PSA) See SPP Glossary.

Regular public transport services All transport services operated for transport of members of the public, for hire or reward and which are conducted in accordance with fixed schedules to and from fixed terminals, over specified routes, with or without intermediate stopping places between terminals. Charter or other non-scheduled passenger transport operations are excluded.

Strategic airport See SPP Glossary and section 3.1 of this guideline. The term includes all site facilities and any building, installation and equipment used for the control of aircraft operations and any facility provided at such premises for the housing, servicing, maintenance and repair of aircraft, and for the assembly of passengers or goods.

GlossaryTerms used in this guideline have the same meaning as defined in the Sustainable Planning Act 2009 (SPA), the Sustainable Planning Regulation 2009, the Transport Infrastructure Act 1994, the Transport Planning and Coordination Act 1994 and the Queensland Planning Provisions (QPP). This glossary explains particular words used in this SPP guideline.



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Appendix 2: Aviation facilities—location and type

Aviation facilities protected by the SPP are listed in Table B below and included in the SPP Interactive Mapping System.

Changes in technology may result in facilities being added, deleted or specifications being amended. The state will facilitate an update to Table B if and when such mapping changes occur.

Table B—Aviation facilities

Local governmentOther Local Government Areas Impacted

Location Facility type Latitude Longitude

Siting height (AHD)

Balonne Shire St George NDB -28.04716111 148.5971722 197.628

Balonne Shire St George SGS -28.046763 148.597076 0

Balonne Shire St George VHF -28.046868 148.597348 0

Barcoo Shire Windorah NDB -25.41092778 142.6631972 131.139

Boulia Shire Boulia NDB -22.91476667 139.9069778 161.615

Brisbane City Brisbane DME -27.36594869 153.13929 10.443

Brisbane City Brisbane DME -27.37783547 153.134311 6.296

Brisbane City Brisbane DVOR(Elevated

Counterpoise)

-27.36606786 153.1392218 3.463

Brisbane City Boggy Creek MM -27.41002003 153.1140461 7.918

Brisbane City Lytton Road OM -27.45756389 153.0872833 32.199

Brisbane City Moreton Bay Regional Redland Shire

Brisbane RSR Radar -27.357697 153.116081 24.695

Brisbane City Brisbane SGS -27.388204 153.114904 0

Brisbane City Archerfield Tower VHF -27.576129 153.00424 0

Brisbane City Brisbane TCU VHF -27.388024 153.115479 0

Brisbane City Brisbane Tower VHF -27.38781944 153.1154444 0

Brisbane City Mt Coot-tha VHF -27.460616 152.958014 0

Brisbane City Brisbane GP -27.40087303 153.1210472 2.338

Brisbane City Brisbane GP -27.37780078 153.13424 2.246

Brisbane City Brisbane LOC -27.37016975 153.1368773 2.832

Brisbane City Brisbane LOC -27.40752989 153.1155139 3.32

Bulloo Shire Jackson ADS-B -27.578073 142.37901 193.784

Bulloo Shire Jackson SGS -27.578011 142.378956 0

Bulloo Shire Jackson VHF -27.578036 142.378796 0

Bundaberg Regional Double Sloping Hummock

ADS-B -24.70225 151.962443 414.974

Bundaberg Regional Bundaberg NDB -24.90658094 152.3203107 30.661




Siting height (AHD)

Bundaberg Regional Gladstone Regional

Double Sloping Hummock

VHF -24.70225 151.962443 0

Bundaberg Regional Sloping Hummock VHF -24.84258611 152.4266167 0

Cairns Regional Cairns DME -16.85013792 145.7439491 12.233



Cairns Regional Cairns DVOR(Elevated

Counterpoise)

-16.85001858 145.7438906 3.905

Cairns Regional Barron River MM -16.85818394 145.7401814 7.418

Cairns Regional Cairns NDB -16.84696667 145.7355444 2.899

Cairns Regional Yorkeys Knob OM -16.81036294 145.7183447 10.494

Cairns Regional Mareeba ShireYarrabah Aboriginal Shire

Redden Creek PSR Radar -16.86074133 145.7470171 33.442

Cairns Regional Mareeba ShireYarrabah Aboriginal Shire

Redden Creek SSR Radar -16.86074133 145.7470171 35.892

Cairns Regional Cairns SGS -16.874745 145.755167 0

Cairns Regional Bellenden Ker VHF -17.26430833 145.8536111 0

Cairns Regional Cairns Tower VHF -16.87486667 145.7552778 0

Cairns Regional Cairns GP -16.86905621 145.7434928 1.505

Cairns Regional Cairns LOC -16.89321702 145.7559497 1.266

Cairns Regional Cairns LOC -16.86467165 145.7430463 1.019

Carpentaria Shire Normanton NDB -17.69574444 141.0730306 18.709

Carpentaria Shire Normanton SGS -17.695614 141.0736 0

Carpentaria Shire Normanton VHF -17.695604 141.073273 0

Cassowary Coast Regional

Innisfail NDB -17.56164722 146.0153917 11.555

Central Highlands Regional

Emerald NDB -23.56745556 148.1710583 187.223


Emerald SGS -23.56707 148.171369 0


Emerald VHF -23.567061 148.171231 0

Charters Towers Regional

Townsville City Tabletop RSR Radar -19.378725 146.493617 702.85

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Siting height (AHD)


Tabletop SGS -19.378619 146.493648 0


Townsville City Tabletop VHF -19.378725 146.493617 0

Cloncurry Shire Cloncurry NDB -20.66567222 140.5010611 186.948

Cook Shire Weipa Town Weipa DME -12.67356553 141.9226218 24.063

Cook Shire Weipa Town Weipa DVOR(Elevated

Counterpoise)

-12.67355278 141.9224849 16.856

Cook Shire Coen NDB -13.76605 143.1172611 159.484

Cook Shire Lockhart River Aboriginal Shire

Lockhart River NDB -12.78859444 143.30375 17.381

Cook Shire Weipa NDB -12.66162778 141.8988 15.855

Cook Shire Kintore SGS -14.296646 143.345058 0

Cook Shire Weipa SGS -12.66898 141.922977 0

Cook Shire Kintore VHF -14.296705 143.344884 0

Diamantina Shire Birdsville ADS-B -25.8959487 139.3534564 68.72

Diamantina Shire Birdsville NDB -25.89627778 139.3534111 47.232

Diamantina Shire Bedourie SGS -24.357866 139.471429 0

Diamantina Shire Birdsville SGS -25.895969 139.35352 0

Diamantina Shire Bedourie VHF -24.358007 139.471411 0

Diamantina Shire Birdsville VHF -25.896025 139.353424 0

Etheridge Shire Cheviot Hills SGS -19.575811 144.083477 0

Etheridge Shire Flinders Shire Cheviot Hills VHF -19.575839 144.08357 0

Flinders Shire Hughenden NDB -20.82062222 144.2290361 316.572

Fraser Coast Regional

Copenhagen Bend VHF -25.51647222 152.6632833 0

Gladstone Regional Gladstone DME -23.86686253 151.2204759 19.058

Gladstone Regional Gladstone DVOR(Ground

Mounted)

-23.86524622 151.2044108 55.191

Gladstone Regional Banana Shire Mt Alma RSR Radar -23.95965278 150.8048583 775

Gladstone Regional Mt Alma SGS -23.959597 150.804706 0

Gladstone Regional Mt Alma VHF -23.959519 150.804471 0

Gladstone Regional Gladstone GP -23.86691331 151.2204553 14.774

APPE

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Siting height (AHD)

Gladstone Regional Gladstone LOC -23.87310122 151.2353998 9.444

Gold Coast City Gold Coast DME -28.16891659 153.5039417 11.526

Gold Coast City Gold Coast DVOR(Elevated

Counterpoise)

-28.16894437 153.5040889 4.226

Gold Coast City Gold Coast NDB -28.16485833 153.5011139 4.145

Gold Coast City Mt Somerville PSR Radar -28.21556151 153.4259906 363.223

Gold Coast City Mt Somerville SSR Radar -28.21556151 153.4259906 365.673

Gold Coast City Coolangatta Tower VHF -28.163936 153.50912 0

Gold Coast City Springbrook VHF -28.240075 153.2663472 0

Hope Vale Aboriginal Shire

Mt Piebald VHF -15.315628 145.086382 0

Ipswich City Amberley MM -27.61377256 152.7024817 29.865

Ipswich City Amberley NDB -27.64875792 152.7235106 27.395

Ipswich City Amberley OM -27.53921825 152.6688117 59.447

Ipswich City Amberley GP -27.62445542 152.7084199 22.152

Ipswich City Amberley LOC -27.65005269 152.7176486 24.469

Kowanyama Aboriginal Shire

Kowanyama NDB -15.47980556 141.7484639 9.922

Livingstone Shire Rockhampton Regional

Princhester Radar -22.9064001 150.0850906 407.632

Longreach Regional Longreach ADS-B -23.428005 144.288128 216.166

Longreach Regional Longreach NDB -23.42841944 144.2891444 195.764

Longreach Regional Longreach SGS -23.427938 144.28826 0

Longreach Regional Longreach VHF -23.428091 144.288212 0

Mackay Regional Mackay DME -21.17301769 149.1873751 12.025

Mackay Regional Mackay DVOR(Elevated

Counterpoise)

-21.17299922 149.1872329 4.615

Mackay Regional Mackay NDB -21.16224444 149.1862556 4.477

Mackay Regional Isaac Regional Swampy Ridge RSR Radar -21.08258333 148.4394167 1179

Mackay Regional Mackay SGS -21.16983532 149.1749572 0

Mackay Regional Swampy Ridge SGS -21.08249444 148.4394361 0

Mackay Regional Eungella VHF -21.230169 148.537644 0

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Siting height (AHD)

Mackay Regional Mackay Fire Station VHF -21.170369 149.176886 0

Mackay Regional Mackay Tower VHF -21.17001667 149.174525 0

Mackay Regional Mt Blackwood VHF -21.032287 148.943492 0

Mackay Regional Swampy Ridge VHF -21.082583 148.439417 0

Maranoa Regional Roma ADS-B -26.5426593 148.7817002 321.819

Maranoa Regional Roma NDB -26.543075 148.7816889 301.918

Maranoa Regional Roma SGS -26.5426024 148.7816689 0

Maranoa Regional Roma VHF -26.54282 148.781598 0

Mareeba Shire Hann Tableland RSR Radar -16.915572 145.252161 1001.4

Mareeba Shire Hann Tableland SGS -16.915497 145.252233 0

Mareeba Shire Hann Tableland VHF -16.915795 145.252176 0

Mareeba Shire Cairns Regional Saddle Mountain VHF -16.818252 145.663065 0

McKinlay Shire Kyunna ADS-B -21.456706 141.951037 210.847

McKinlay Shire Kynuna SGS -21.456747 141.951147 0

McKinlay Shire Kynuna VHF -21.456901 141.951138 0

Mornington Shire Mornington Island ADS-B -16.659059 139.1708204 32.64

Mornington Shire Mornington Island SGS -16.659055 139.170875 0

Mornington Shire Mornington Island VHF -16.659141 139.170853 0

Mount Isa City Mount Isa ADS-B -20.7353943 139.5127862 481.223

Mount Isa City Mount Isa DME -20.66463394 139.4857919 346.565

Mount Isa City Mount Isa DVOR(Elevated

Counterpoise)

-20.66461936 139.4856482 339.386

Mount Isa City Mount Isa NDB -20.67541111 139.4865611 340.208

Mount Isa City Mt Isa SGS -20.664335 139.490702 0

Mount Isa City Mt Isa DCA Hill SGS -20.735357 139.512818 0

Mount Isa City Mount Isa Aeris VHF -20.675478 139.486514 0

Mount Isa City Mount Isa Airport VHF -20.664785 139.485641 0

Mount Isa City Mount Isa DCA Hill VHF -20.73544167 139.5128694 0

Murweh Shire Charleville NDB -26.42003333 146.2490056 301.494

Murweh Shire Charleville SGS -26.419176 146.249959 0

Murweh Shire Charleville VHF -26.419259 146.24983 0

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Siting height (AHD)

Paroo Shire Cunnamulla NDB -28.03476389 145.62375 190.104

Redland City Mt Hardgrave ADS-B -27.49972222 153.4531417 239.5

Redland City Mt Hardgrave PSR Radar -27.49997983 153.4531951 240.73

Redland City Mt Hardgrave SSR Radar -27.49997983 153.4531951 243.181

Redland City Capalaba SGS -27.50647 153.2041145 0

Redland City Mt Hardgrave VHF -27.49972222 153.4531417 0

Rockhampton Regional

Rockhampton DME -23.38282033 150.47166 17.246


Rockhampton DVOR(Elevated

Counterpoise)

-23.38279828 150.4715162 10.476


Rockhampton NDB -23.37091944 150.4753083 9.743


Rockhampton SGS -23.375884 150.477179 0


Rockhampton Control Tower carpark

VHF -23.37677778 150.4778278 0


Table Mountain VHF -23.516971 150.383415 0

Scenic Rim Regional Bromelton NDB -27.96609722 152.9007667 125.556

Somerset Regional Moreton Bay Regional Brisbane City

Mount Glorious VHF -27.315068 152.748016 0

South Burnett Regional

Western Downs Regional

Mt Mowbullan VHF -26.898669 151.620067 0

Southern Downs Regional

Passchendaele VHF -28.535852 151.832689 0

Sunshine Coast Regional

Sunshine Coast CVOR(Elevated

Counterpoise)

-26.59768333 153.0902972 4.028


Sunshine Coast DME -26.59768333 153.0902972 10.828


Sunshine Coast NDB -26.59218889 153.0917139 2.816


Sunshine Coast VHF -26.605169 153.0876 0

Toowoomba Regional

Oakey DME -27.39958336 151.7379957 413.616

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Siting height (AHD)

Toowoomba Regional

Oakey DVOR(Elevated

Counterpoise)

-27.3996521 151.7378591 406.637

Toowoomba Regional

Oakey MM -27.39526255 151.7313539 0

Toowoomba Regional

Brymaroo NDB -27.23510401 151.6246948 417.198

Toowoomba Regional

Oakey NDB -27.42135833 151.737175 403.658

Toowoomba Regional

Oakey OM -27.35068247 151.6964727 0

Toowoomba Regional

Turkey Hill (ATIS) VHF -27.328424 151.737743 0

Toowoomba Regional

Oakey GP -27.40404198 151.7401558 406.395

Toowoomba Regional

Oakey LOC -27.41650457 151.7479271 407.026

Torres Shire Thursday Island ADS-B -10.57693606 142.2275643 123.258

Torres Shire Horn Island NDB -10.59205 142.2925639 15.168

Torres Shire Thursday Island SGS -10.577026 142.227605 0

Torres Shire Torres Strait Island Regional

Thursday Island VHF -10.577026 142.227496 0

Townsville City Townsville DME -19.24420669 146.758233 10.449

Townsville City Townsville DME -19.25516886 146.7645379 9.037

Townsville City Townsville DVOR(Elevated

Counterpoise)

-19.24419025 146.7580895 3.099

Townsville City Burdekin Shire Airservices HF Rx Site A4 Clevedon Townsville

HF -19.351059 147.018485 0

Townsville City Burdekin Shire Airservices HF Rx Site A5 Clevedon Townsville

HF -19.350447 147.020348 0

Townsville City Airservices HF Tx Site A1 Pallarenda Townsville

HF -19.201612 146.768142 0


HF -19.200025 146.768584 0

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Siting height (AHD)


HF -19.203166 146.767636 0

Townsville City Garbutt MM -19.27091833 146.7587033 11.02

Townsville City Townsville NDB -19.24695833 146.7622889 3.519

Townsville City Douglas OM -19.33087722 146.7304842 31.173

Townsville City Townsville SGS -19.25485526 146.7738735 0

Townsville City Many Peaks VHF -19.18901944 146.7647194 0

Townsville City Townsville GP -19.25520008 146.7646033 4.237

Townsville City Townsville LOC -19.23520928 146.7756263 3.669

Whitsunday Regional

Hamilton Island CVOR(Elevated

Counterpoise)

-20.35116944 148.9558806 184.926

Whitsunday Regional

Hamilton Island DME -20.35116944 148.9558806 191.726

Whitsunday Regional

Proserpine DME -20.49686064 148.552827 29.425

Whitsunday Regional

Proserpine DVOR(Elevated

Counterpoise)

-20.49687821 148.55297 22.085

Whitsunday Regional

Hamilton Island SGS -20.352808 148.951138 0

Whitsunday Regional

Hamilton Island VHF -20.35141 148.955349 0

Whitsunday Regional

Hamilton Island ATIS VHF -20.352909 148.951198 0

Whitsunday Regional

Proserpine VHF -20.490522 148.556015 0AP

PEN

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Appendix 3: Building restricted areas for aviation facilities (communication)

Satellite ground station (SGS) Satellite Ground Stations attenae must have a clear line of sight to any satellite located on the geostationary arc between 122E and 172E (corresponding to Asiasat4 and GE23).

This alignment has an elevation angle greater than 20 degress for any site in Australia. If it is likely that a proposed development will infringe these requirements, details of the proposal should be sent to Airservices for technical assessment.

Building restricted area Location of Development Action required

Zone A If development is located within 30 metres of the Satellite Ground Station facility, regardless of height.

All applications must be referred to Airservices Australia for assessment.

Zone B If development is located between 30-150 metres from the base of the Satellite Ground Station site and is less than 10 metres in height.

No requirements.

Area of interest If development is located between 30-150 metres from the base of the Satellite Ground Station site and is greater than 10 metres in height.


General guidance - substantial structures are generally limited within 30 metres of the antenna.

30 m SGS

30m – 150mZone A

Area of Interest


HF transmit site

Building restricted area Description Action required

Zone A If development is located:

a. within 100 m of the HF transmit antenna

OR

b. between 100–6000 m from the centre of the HF transmit antenna and the development will cross the zone boundary (defined as an elevation angle of 2.5° starting at 10 m AGH).

All applications must be referred to Airservices Australia for assessment. Applications should be assessed against the relevant provisions of the SPP code.

Zone B If development is located between 100–6000 m from the HF transmit antenna and does not cross the zone boundary.

No requirements. Airservices Australia should be advised of proposals for large obstructions.

General guidance:

• Substantial structures are generally limited within 100 m of the antenna.

• Simple vertical towers and masts of any height are acceptable beyond 100 m from the antenna.

HF communication facilities


HF receive site



a. within 100 m of the HF receive antenna

OR

b. between 100–6000 m from the centre of the HF receive antenna and the development will cross the zone boundary (defined as an elevation angle of 2° starting at 10 m AGH).


Zone B If development is located between 100–6000 m from the centre of the HF receive antenna and the development will not cross the zone boundary.


General guidance:

• Substantial structures are generally limited within 100 m of the antenna.

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VHF communication facilities



a. within 100 m of the VHF antenna

OR

b. between 100–600 m from the centre of the VHF antenna and the development will cross the zone boundary (defined as an elevation angle of 2° starting at 10 m AGH).

All applications must be referred to Airservices Australia for assessment.Applications should be assessed against the relevant provisions of the SPP code.

Zone B If development is located between 100–600 m from the centre of the VHF antenna and the development will not cross the zone boundary.


Area of interest If development is located between 600–2000 m from the VHF antenna.


General guidance:

• The propagation distance for VHF signals is governed by the line of sight from the antenna at the transmitting site. Generally, the antenna is mounted so that is it clear of obstructions such as trees, buildings and hills.

• Substantial structures are generally prohibited within Zone A.

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Building restricted areas for aviation facilities (navigation)Non directional beacon (NDB)



a. within 60 m of the NDB antenna

OR

b. between 60–300 m from the NDB antenna and the development will cross the zone boundary (defined as an elevation angle of 5° from ground level at the centre of the NDB antenna).


Zone B If development is located between 60–300 m from the centre of the NDB antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• Vegetation should be kept to less than 60 cm high when within a 60 m radius from the centre of the NDB antenna. Naturally occurring native flora may be allowed to exceed 60 cm subject to a site environment plan.

• High voltage overhead power lines 33 kv or greater should be at least 300 m from the centre of the NDB antenna.



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Distance measuring equipment (DME)



a. within 100 m of the DME antenna and above a horizontal plane located 4 m below the centre of the DME antenna

OR

b. between 100–1500 m from the DME antenna and the development will cross the zone boundary (defined as an elevation angle of 2°, measured from the above horizontal plane beneath the DME antenna).


Zone B If development is located between 100–1500 m from the centre of the DME antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• Generally no obstacles within 100 m of the DME antenna above a horizontal plane located 4 m below the centre of the DME antenna.

• High voltage overhead power lines, 33 kV or greater, which cross the zone boundary should be at least 300 m from the DME antenna.

• If the DME antenna is co-located with a very high frequency omni-directional range (VOR), localiser or glide path facility, the building restricted area of the co-located facility should be used as the DME building restricted area.



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Conventional very high frequency omni-directional range (CVOR)Ground-mounted CVOR



a. within 200 m of the CVOR antenna

OR

b. between 200–1500 m from the centre of the CVOR antenna and the development will cross the zone boundary (defined as an elevation angle of 1° from ground level at the centre of the CVOR antenna).


Zone B If development is located between 200–1500 m from the centre of the CVOR antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• There should be no obstructions within a 150 m radius from the centre of the CVOR antenna which extend above the horizontal plane.

• Necessary fencing above the horizontal plane within 150 m of the CVOR should be wooden.

• There should generally be no obstacles which cross the zone boundary between 150 m and 200 m from the centre of the CVOR antenna.

• High voltage overhead power lines, 33 kv or greater, which cross the zone boundary should be located at least 600 m from the CVOR antenna.



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Elevated counterpoise CVOR



a. within 200 m of the CVOR antenna

OR

b. between 200–1500 m from the centre of the CVOR antenna and the development will cross the zone boundary (defined as an elevation angle of 1.5° from ground level at the centre of the CVOR antenna).


Zone B If development is located between 200–1500 m from the centre of the CVOR antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• Single trees less than 6 m tall are permitted beyond 100 m from the CVOR antenna.

• Buildings, metallic structures and groups of trees are not generally permitted within 200 m of the CVOR antenna.

• High voltage overhead power lines, 33 kV or greater, which cross the zone boundary should be at least 600 m from the CVOR antenna.



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Doppler very high frequency omni-directional range (DVOR)Ground-mounted DVOR



a. within 150 m of the DVOR antenna

OR

b. between 150–1500 m from the centre of the DVOR antenna and the development will cross the zone boundary (defined as an elevation angle of 1.5° from ground level at the centre of the DVOR antenna).


Zone B If development is located between 150–1500 m from the centre of the DVOR antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• There should be no obstructions within 100 m from the centre of the DVOR antenna that extend beyond the horizontal plane.

• Necessary fencing above the horizon level within 100 m of the DVOR antenna should be wooden.

• High voltage overhead power lines, 33 kV or greater, which cross the zone boundary should be at least 400 m from the centre of the DVOR antenna.



Elevated counterpoise DVOR/VHR omni-range



a. within 100 m of the DVOR antenna

OR

b. Between 100–1500 m from the centre of the DVOR antenna and the development will cross the zone boundary (defined as an elevation angle of 2° from ground level at the centre of the DVOR antenna).


Zone B If development is located between 100–1500 m from the centre of the DVOR antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• Single trees less than 6 m tall are permitted beyond 75 m from the centre of the DVOR antenna.

• Generally, buildings, metallic structures and groups of trees are not permitted within 100 m of the DVOR antenna.

• High voltage overhead power lines, 33 kV or greater, which cross the zone boundary, should be at least 300 m from the centre of the DVOR antenna.

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Instrument landing system (ILS)Middle and outer marker beacon



a. within 5 m of the marker beacon antenna

OR

b. between 5–50 m of the marker beacon antenna and the development will cross the zone boundary (defined as an elevation angle of 50° from ground level at the marker beacon antenna).


Zone B If development is located between 5–50 m of the marker beacon antenna and the development will not cross the zone boundary.

No requirements.

General guidance:

• Within 5 m of the marker beacon, grass and other vegetation should be less than 60 cm tall.



Glide path



a. within the area defined as greater than 0.5° elevation longitudinally and 2° elevation laterally from the edges of the vehicle critical area (runway) (measured from the ground level at the glide path antenna tower)

AND

b. within 40 m either side of the extended glide path centreline to a distance of 50 m behind the glide path antenna tower.


Zone B All other areas not described by Zone A. No requirements.

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Localiser



a. with the area defined as greater than 0.5° elevation longitudinally and 2° elevation laterally from the edges of the vehicle critical area (runway) (measured from the ground level at the localiser antenna)

AND

b. within 45 m either side of the extended runway centreline to a distance of 50 m behind the localiser antenna.


Zone B All other areas not described by Zone A. No requirements.

General guidance:

• All buildings within 1000 m of the runway centreline, which have a vertical wall facing the runway that exceeds 2000 m2 in area and a height more than 20 m above the localiser ground level (e.g. hangers/office blocks) will require assessment by Airservices Australia.



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Building restricted areas for aviation facilities (surveillance)Automatic dependent surveillance-broadcast (ADS-B) and wide area multilateration (WAM)


Zone A (A1) If development is located:

a. within 100 m of the antenna

AND

b. above a horizontal plane located 1 m below the base of the antenna.


Zone A (A2 ) If development is located:

a. between 100–1500 m of the antenna

AND

b. the height of the development will cross the A2/B zone boundary (defined as an angle of elevation of 1° measured from the above horizontal plane beneath the antenna).


Zone B If development is located within 1500 m of the antenna but the development will not cross the A2/B zone boundary.


General guidance:

• Small buildings, trees, power and telephone lines and fences are permitted within 100 m of the antenna, provided they do not project above a height of approximately 1 m below the bottom of the antenna

• Large obstructions such as multistorey buildings, steel bridges, wind turbines etc. should be located at least 1500 m from the antenna due to their potential to act as a source of interference to correct operation.



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Primary and Secondary Surveillance Radar (PSR and SSR)




AND

b. above a horizontal plane located 4 m below the base of the antenna.


Zone B If development is located:


AND

b. the development will cross the zone boundary (defined as an elevation angle of 0.5° measured from 8 m below the height of the radar antenna)


Area of interest If development is located:

a. within 15 km of the antenna

AND

b. the height of the development will cross the zone boundary (defined as an angle of elevation of 0.25° measured from the height of the antenna)


General guidance:

• No temporary or permanent obstructions should infringe on Zone A or Zone B.

• Any sharp discontinuity protruding into the area of interest such as single metal light towers, power pylons and city buildings, will impact on performance and should be avoided where possible.

500 m

Plan

Zone A

Not To Scale

4 m

500 m

Elevation



Zone B

4000 m

Plan

8 m0.5 degrees

4000 m

Not To Scale

4 m

500 m

Critical Zone

Elevation

Area of interest

15000 m

Plan

0.25 degrees

15000 m

Not to ScaleElevation

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Appendix 4: Guidance on the National Airports Safeguarding Framework

The Australian Government's 2009 Aviation White Paper proposed the development of a national land use planning framework called the National Airports Safeguarding Framework (the safeguarding framework).

The safeguarding framework was developed by the National Airports Safeguarding Advisory Group (NASAG) which comprises Australian, state and territory government planning and transport officials, DoD, CASA, Airservices Australia and the Australian Local Government Association. The Standing Council on Transport and Infrastructure endorsed the release of the safeguarding framework in June 2012.

The safeguarding framework provides the opportunity to drive improvements in planning outcomes consistently across all jurisdictions and to improve the safety and viability of operations at all Australian airports. Overall, the purpose of the safeguarding framework is to enhance the current and future safety, viability and growth of aviation operations at Australian airports by supporting and enabling:

• the implementation of best practice in relation to land use assessment and decision making in the vicinity of airports;

• assurance of community safety and amenity near airports;

• better understanding and recognition of aviation safety requirements and aircraft noise impacts in land use and related planning decisions;

• the provision of greater certainty and clarity for developers and land owners;

• improvements to regulatory certainty and efficiency; and

• the publication and dissemination of information on best practice in land use and related planning that supports the safe and efficient operation of airports.

A copy of the National Aviation Safeguarding Framework is available from the Australian Department of Infrastructure and Transport https://infrastructure.gov.au/aviation/environmental/airport_safeguarding/nasf/index.aspx. The safeguarding framework includes guidelines which provide proponents of development and local government with further information about how to address risk to aviation safety posed by development. The guidelines available include:

• Guideline A: Measures for managing impacts of aircraft noise

– Attachment 1—Alternative aircraft noise – Attachment 2—Indicative aircraft noise contours

• Guideline B: Managing the risk of building generated windshear and turbulence at airports

– Guideline B: Executive summary

• Guideline C: Managing the risk of wildlife strikes in the vicinity of airports

– Attachment 1—Wildlife attraction risk and actions by land use

– Attachment 2—Brisbane Airport buffers

• Guideline D: Managing the risk of wind turbine farms as physical obstacles to air navigation

• Guideline E: Managing the risk of distractions to pilots from lighting in the vicinity of airports

– Attachment 1—Diagram of maximum intensity of light sources

• Guideline F: Managing the risk of intrusions into the protected airspace of airports

– Attachment 1a—Example of OLS chart– Attachment 2—Example of PANS-OPS chart– Attachment 3—Process summary.

Queensland’s policy position The Queensland Government advanced its commitment to protecting aviation infrastructure in Queensland by actively contributing to the development of the safeguarding framework through NASAG. The safeguarding framework reinforces the current legislative and policy position of the Queensland Government captured in the SPP and SPP guideline, which takes into account:

• the existing Commonwealth and state legislation and regulatory processes and the necessity for a cooperative approach;

• the responsibilities and role of local governments and local planning instruments in the context of Sustainable Planning Act 2009 and Sustainable Planning Regulation 2009;

• the need for efficiency, effectiveness and appropriate risk management in terms of public safety;

• provision for evaluation and review of regulatory arrangements over time to accommodate changing circumstances and technology; and

• Queensland conditions and circumstances.

Given that Queensland government policy and legislation has supported the protection of aviation infrastructure over the past two decades, the safeguarding framework is inherently not a new approach and subsequently does not fundamentally alter Queensland’s state interest.

https://infrastructure.gov.au/aviation/environmental/airport_safeguarding/nasf/index.aspx

https://infrastructure.gov.au/aviation/environmental/airport_safeguarding/nasf/index.aspx


WindshearThe Queensland Government acknowledges that a new policy position for mitigating building generated windshear and turbulence at airports has been endorsed as part of the safeguarding framework.

The new policy position has not been adopted in the SPP at this time as NASAG is still developing the framework that will underpin implementation of the policy. Once NASAG has developed the implementation framework for windshear, the Queensland Government will seek to incorporate the policy into the SPP or other land use planning tools as appropriate.

Public safety areasThe Queensland Government acknowledges that there are alternatives methodologies for determining the dimensions of a PSA. The Queensland Government is currently supporting NASAG in its work to develop a nationally-consistent approach for managing safety at the end of runways at Australian airports. When this work is complete, the Queensland Government will seek to incorporate the endorsed approach into the SPP as appropriate.

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Appendix 5: Guidance on development assessment processes

Part A: Applications affecting operation airspace of a strategic airportProponents of development and local governments should be aware that if development will encroach into the operational airspace of a strategic airport, approval may be required from the Australian Government. This guidance document outlines the different types of development assessment processes for applications affecting operational airspace of strategic airports. The purpose of this information is to assist local government and proponents to understand the Australian Government’s role in assessing Integrated Development Assessment System (IDAS) development applications.

Important things to note:

• an Australian Government approval is separate to any development approval issued under the Sustainable Planning Act 2009 (SPA).

• an approval under SPA does not guarantee Australian Government approval and vice versa.

• Australian Government approval processes are not subject to IDAS timeframes.

It is recommended that development proponents seek any necessary Australian Government approvals prior to lodging a development application in IDAS.

Leased Federal airports approval process for controlled activitiesStep 1

Where a local government receives a development application which seeks to encroach into the operational airspace of a Leased Federal airport, the local government must notify the airport manager.

Airport managers are required to notify CASA if they become aware of any development or proposed construction near their airport that is likely to involve a controlled activity, create an obstacle to aviation or if an object will encroach into the OLS or PANS-OPS surfaces.

If the airport manager determines that an encroachment will occur, it will advise the proponent to lodge a formal application with the airport manager to penetrate declared prescribed airspace.

Step 2

On receipt of the application, the airport manager will seek advice from CASA and Airservices Australia regarding impacts on aviation safety. The airport manager will also seek advice from relevant parties such as the local government. In certain instances the airport manager will be required to forward the combined advice to DIRD for a decision.

Step 3

Once assessed, the airport manager will provide local government with consolidated advice regarding the Commonwealth approval decision from the Australian Government, which will include advice (and conditions) from CASA, Airservices Australia and the local government. The local government will then notify the proponent of the outcome of the application.


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to in

trud

e in

to

the

Pres

crib

ed A

irspa

ce o

f a L

ease

d Fe

dera

l airp

ort

Ass

essm

ent

Man

ager

mak

es

deci

sion

on

IDA

S de

velo

pmen

t ap

plic

atio

n

How

a p

ropo

sed

deve

lopm

ent a

pplic

atio

n (a

n as

soci

ated

act

ivity

) will

be

asse

ssed

, if t

here

is a

n in

tent

ion

to in

trud

e in

to

the

Pres

crib

ed A

irspa

ce o

f a L

ease

d Fe

dera

l airp

ort

Pre-

lodg

emen

t sta

ge

Ass

essm

ent M

anag

er

notif

ies

Airp

ort M

anag

er o

f th

e tr

igge

red

deve

lopm

ent

appl

icat

ion,

that

cou

ld

cons

titut

e a

cont

rolle

d ac

tivity

und

er

the

Airp

orts

Act

199

6.

A

sses

smen

t Man

ager

pr

ovid

es ID

AS

asse

ssm

ent

com

men

ts to

the

Airp

ort

Man

ager

App

licat

ion

stag

e In

form

atio

n an

d re

ferr

al s

tage

Pre-

lodg

emen

t di

scus

sion

s be

twee

n C

ASA

, A

sA, l

ocal

go

vern

men

t and

th

e A

pplic

ant a

re

enco

urag

ed to

oc

cur p

rior t

o th

e st

art o

f the

IDA

S pr

oces

s.

Sustainable Planning Act 2009 Airports Act 1996/

Civil Aviation Act 1988/ Airspace Act 2007

Airp

ort M

anag

er

com

bine

s re

spon

ses

from

CA

SA, A

sA a

nd

loca

l gov

ernm

ent

and

forw

ards

to D

IRD

Ass

essm

ent s

tage

Not

e

An

appr

oval

und

er th

e

Sust

aina

ble

Plan

ning

Act

200

9 do

es n

ot

guar

ante

e an

app

rova

l und

er th

e A

irpor

t Act

200

6

Aus

tral

ian

Gov

ernm

ent -

Dep

artm

ent o

f In

fras

truc

ture

and

Reg

iona

l Dev

elop

men

t (D

IRD

) app

rova

l for

a

cont

rolle

d ac

tivity

sho

uld

be a

ttain

ed a

t an

ear

ly s

tage

of t

he d

evel

opm

ent

appl

icat

ion

proc

ess

(ide

ally

bef

ore

lodg

emen

t)

Aus

tral

ian

Gov

ernm

ent a

genc

y as

sess

men

ts a

nd d

ecis

ions

for

cont

rolle

d ac

tiviti

es u

nder

the

A

irpor

ts A

ct 1

996

ar

e no

t bou

nd o

r alig

ned

to ID

AS

timef

ram

es.

The

Airp

ort M

anag

er c

onfir

ms

with

loca

l gov

ernm

ent a

nd

appl

ican

t the

requ

irem

ent f

or

Aus

tral

ian

Gov

ernm

ent

asse

ssm

ent,

and

the

need

for

a co

ntro

lled

activ

ity

appl

icat

ion

to b

e

lodg

ed u

nder

the

A

irpor

ts A

ct 1

996.

Onc

e re

ceiv

ed fr

om A

pplic

ant

the

cont

rolle

d ac

tivity

ap

plic

atio

n m

ater

ial i

s re

ferr

ed

onto

CA

SA a

nd A

sA fo

r as

sess

men

t and

adv

ice.

Aus

tral

ian

Gov

ernm

ent

Airp

ort M

anag

er

Loca

l Gov

ernm

ent

App

licat

ion

is a

sses

sed

by

AsA

und

er th

e

Airs

pace

Act

200

7

Shou

ld a

n A

sses

smen

t Man

ager

requ

ire

polic

y ad

vice

dur

ing

this

pro

cess

the

Dep

artm

ent o

f Tra

nspo

rt a

nd M

ain

Roa

ds

can

prov

ide

assi

stan

ce.

IDA

S de

velo

pmen

t ap

plic

atio

n lo

dged

This

par

t of t

he p

roce

ss m

ay v

ary,

dep

endi

ng u

pon

the

prop

osed

long

or s

hort

term

(le

ss th

an 3

-mon

ths)

intr

usio

ns in

to p

resc

ribed

airs

pace

App

licat

ion

is a

sses

sed

by

CA

SA u

nder

the

C

ivil

Avi

atio

n A

ct 1

988

DIR

D c

ombi

ne th

e ad

vice

and

re

spon

ses

from

CA

SA a

nd

AsA

and

mak

es a

dec

isio

n in

ac

cord

ance

with

the

A

irpor

ts A

ct 1

996.

DIR

D p

rovi

des

cont

rolle

d ac

tivity

de

cisi

on to

App

lican

t an

d a

copy

to lo

cal

gove

rnm

ent



APPE

NDI

X 5

Defence airfields approval processes Step 1

On receipt of a proposal to construct a building or other structure such as aerials, telecommunications facilities, power poles etc., local government will assess whether the proposal will exceed the applicable Height Restriction Zone for the airfield. If in doubt, the local government will seek advice from DoD.

Where an applicant knows that the proposal exceeds the Height Restriction Zone for the airfield, the applicant should submit an application to DoD for approval of the development under the DACR prior to submitting the development application to local government for approval.

Step 2

Where an applicant has not provided evidence of prior DoD approval and the local government determines that a structure is likely to exceed the Height Restriction Zone, the applicant will need to make a formal application to DoD for approval of the development under the DACR. The local government will also refer the application to DoD for third party advice on general defence interests (e.g. aircraft noise, extraneous lighting, wildlife hazard and PSAs).

Where a structure does not exceed the Height Restriction Zones for the airfield, no separate application to DoD is required. Local government may refer the application to DoD for third party advice on general defence interests.

Step 3

On receipt of an application for approval under the DACR, DoD will assess the proposal for impacts on aviation safety and defence operations.

Step 4

Under the DACR, DoD may approve an application subject to conditions or reject an application. A copy of DoD’s decision letter will be provided to the local government assessment manager.

If DoD approves the DACR application then the local government assessment manager can proceed with assessing the application noting that the development has been assessed and approved by DoD.

If DoD rejects the application, the local government assessment manager could either refuse the proposal or seek amendments to make the proposal compliant with Height Restriction Zones for the airfield and other policy matters outlined in the SPP and SPP guideline.



APPE

NDI

X 5

How

a d

evel

opm

ent p

ropo

sal (

and

asso

ciat

ed a

ctiv

ity) w

ill b

e as

sess

ed, s

houl

d th

e pr

opos

al e

xcee

d He

ight

Res

tric

tion

Zone

lim

its

Dev

elop

men

t app

licat

ion

is th

en

asse

ssed

and

eith

er a

ppro

ved

or

refu

sed

by D

oD u

nder

the

Def

ence

A

ct 1

903

A

n ap

prov

al u

nder

the

Sust

aina

ble

Plan

ning

Act

200

9 do

es n

ot

guar

ante

e a

DoD

app

rova

l und

er

the

D(A

C)R

and

Def

ence

Act

190

3

DO

D a

ppro

val a

t an

early

sta

ge o

f th

e pr

oces

s fo

r dev

elop

men

t or

activ

ities

that

trig

ger a

sses

smen

t un

der t

he D

(AC

)R a

nd D

efen

ce A

ct

1903

, is

high

ly re

com

men

ded.

DoD

ass

essm

ent p

roce

sses

are

not

bo

und

or a

ligne

d w

ith ID

AS

tim

efra

mes

.

How

a d

evel

opm

ent p

ropo

sal (

and

asso

ciat

ed a

ctiv

ity) w

ill b

e as

sess

ed, s

houl

d th

e pr

opos

al e

xcee

d H

eigh

t Res

tric

tion

Zone

lim

its.

Dep

artm

ent o

f Def

ence

(DoD

)

Loca

l Gov

ernm

ent

Pre-

lodg

emen

t sta

ge

App

licat

ion

stag

e In

form

atio

n an

d re

ferr

al s

tage

A

sses

smen

t sta

ge

Sustainable Planning Act 2009 Defence Act 1903 and Defence (Areas Control) Regulations 1989

DoD

pro

vide

dec

isio

n an

d re

spon

se to

A

pplic

ant a

nd

Ass

essm

ent M

anag

er

Ass

essm

ent

Man

ager

mak

es

deci

sion

on

IDA

S ap

plic

atio

n

Pr

e-lo

dgem

ent

disc

ussi

ons

betw

een

DoD

, Lo

cal G

over

nmen

t an

d th

e A

pplic

ant

are

enco

urag

ed to

oc

cur p

rior t

o th

e st

art o

f the

IDA

S pr

oces

s.

Ass

essm

ent M

anag

er

notif

ies

DoD

of t

he tr

igge

red

deve

lopm

ent a

pplic

atio

n,

that

requ

ires

eith

er

asse

ssm

ent i

n ac

cord

ance

w

itt th

e D

(AC

)R o

r adv

ice

Ass

essm

ent M

anag

er

prov

ides

IDA

S as

sess

men

t co

mm

ents

to D

oD

IDA

S de

velo

pmen

t ap

plic

atio

n lo

dged

Dep

artm

ent o

f Def

ence

will

als

o pr

ovid

e th

ird p

arty

adv

ice

in re

spec

t to

light

ing

desi

gn, w

ildlif

e ha

zard

s an

d bu

ildin

g at

tenu

atio

n re

quire

men

ts in

add

ress

ing

airc

raft

nois

e.

Shou

ld a

n A

sses

smen

t Man

ager

requ

ire

polic

y ad

vice

dur

ing

this

pro

cess

the

Dep

artm

ent o

f Tra

nspo

rt a

nd M

ain

Roa

ds

can

prov

ide

assi

stan

ce.



APPE

NDI

X 5

Other strategic airportsStep 1

Where a local government receives a development application which seeks to encroach into the operational airspace of other strategic airports, the local government is required to notify the airport manager.

Airport managers are required to notify CASA if they become aware of any development or proposed construction near their airport that is likely to create an obstacle to aviation or if an object will encroach into the OLS or PANS-OPS.

Step 2

On receipt of the application, the airport manager will seek advice from CASA and Airservices Australia regarding impacts on aviation safety.

Step 3

Once assessed, the airport manager will provide local government with consolidated advice from CASA and Airservices Australia. The local government should consider the advice provided by the airport manager, Airservices Australia and CASA in determining whether to permit an obstacle in operational airspace of a strategic airport.

Part B: Applications affecting the building restricted area of an aviation facility Step 1

Local government receives an IDAS application for a development located within the building restricted area of an aviation facility.

Step 2

The local government assessment manager should contact Airservices Australia and the airport manager (if the facility is located on airport land but the building restricted area extends off airport) to discuss the details of the application and whether the development could have an adverse impact on the functioning of the aviation facility.

Step 3

Once assessed, Airservices Australia and the airport manager will provide authoritative advice to the local government as to how to proceed with the assessment of the development application.



APPE

NDI

X 5

How

a d

evel

opm

ent p

ropo

sal (

and

asso

ciat

ed a

ctiv

ity) w

ill b

e as

sess

ed, i

f the

re is

an

inte

ntio

n to

intr

ude

into

the

obst

acle

lim

itatio

n su

rfac

e of

an

‘Oth

er’ S

trat

egic

Airp

ort

Civil Aviation Act 1988 / Airspace Act 2007

CA

SA a

nd A

irser

vice

s A

ustr

alia

pr

oces

ses

are

not b

ound

or a

ligne

d to

IDA

S tim

efra

mes

.

Adv

ice

or C

ASA

Pre

limin

ary

Scre

enin

g fo

r plu

mes

rise

are

hig

hly

reco

mm

ende

d be

fore

IDA

S tim

efra

mes

com

men

ce. !

"

Pr

e-lo

dgem

ent

disc

ussi

ons

betw

een

CA

SA,

AsA

and

Loc

al

Gov

ernm

ent a

re

enco

urag

ed to

oc

cur p

rior t

o th

e st

art o

f the

IDA

S pr

oces

s.

Ass

essm

ent M

anag

er is

re

quire

d to

not

ify th

e A

irpor

t M

anag

er o

f Dev

elop

men

t A

pplic

atio

n th

at c

onst

itute

s an

intr

usio

n in

to o

pera

tiona

l ai

rspa

ce

The

Airp

ort M

anag

er re

fers

the

deve

lopm

ent a

pplic

atio

n to

C

ASA

and

AsA

for a

sses

smen

t

Sustainable Planning Act 2009

Pre-

lodg

emen

t sta

ge

App

licat

ion

stag

e In

form

atio

n an

d re

ferr

al s

tage

A

sses

smen

t sta

ge

App

licat

ion

is a

sses

sed

by

CA

SA u

nder

the

C

ivil

Avi

atio

n A

ct 1

988

App

licat

ion

is a

sses

sed

by

AsA

und

er th

e

Airs

pace

Act

200

7

Aus

tral

ian

Gov

ernm

ent

Airp

ort M

anag

er

Loca

l Gov

ernm

ent

Ass

essm

ent

Man

ager

mak

es

deci

sion

on

IDA

S ap

plic

atio

n

Airp

ort M

anag

er

prov

ides

com

bine

d re

spon

se to

Loc

al

Gov

ernm

ent

IDA

S A

pplic

atio

n Lo

dged

H

ow a

dev

elop

men

t pro

posa

l (an

d as

soci

ated

act

ivity

) will

be

asse

ssed

, if t

here

is a

n in

tent

ion

to

intr

ude

into

the

obst

acle

lim

itatio

n su

rfac

e of

an

‘Oth

er’ S

trat

egic

Airp

ort

Shou

ld a

n A

sses

smen

t Man

ager

requ

ire

polic

y ad

vice

dur

ing

this

pro

cess

the

Dep

artm

ent o

f Tra

nspo

rt a

nd M

ain

Roa

ds

can

prov

ide

assi

stan

ce.

This

pro

cess

may

var

y, d

epen

dant

upo

n th

e ty

pe a

nd le

ngth

of t

ime

of th

e pr

opos

ed th

e in

trus

ion



APPE

NDI

X 5

How

a p

ropo

sed

deve

lopm

ent (

and

asso

ciat

ed a

ctiv

ity) l

ocat

ed w

ithin

an

avia

tion

faci

litie

s –

Build

ing

Rest

ricte

d Ar

ea w

ill

be a

sses

sed

for p

oten

tial a

dver

se im

pact

s

Pr

e-lo

dgem

ent

disc

ussi

ons

betw

een

AsA

and

/ or

DoD

and

Loc

al

Gov

ernm

ent,

and

the

App

lican

t are

en

cour

aged

to

occu

r prio

r to

the

star

t of t

he ID

AS

proc

ess.

Scen

ario

1 -

A

sses

smen

t Man

ager

not

ifies

AsA

that

ther

e is

an

infr

inge

men

t int

o th

e B

uild

ing

Res

tric

ted

Are

a fo

r an

avia

tion

faci

lity

IDA

S de

velo

pmen

t ap

plic

atio

n lo

dged

Pre-

lodg

emen

t sta

ge

App

licat

ion

stag

e In

form

atio

n an

d re

ferr

al s

tage

A

sses

smen

t sta

ge

Scen

ario

2 -

A

sses

smen

t Man

ager

not

ifies

DoD

tha

t th

ere

is a

n in

frin

gem

ent i

nto

the

Bui

ldin

g R

estr

icte

d A

rea

for a

n on

or o

ff-ai

rpor

t m

ilita

ry a

viat

ion

faci

lity

App

licat

ion

is a

sses

sed

by

AsA

und

er th

e

Airs

pace

Act

200

7

Dev

elop

men

t app

licat

ion

is

asse

ssed

and

eith

er a

ppro

ved

or

refu

sed

by th

e D

epar

tmen

t of

Def

ence

und

er th

e D

efen

ce A

ct 1

903

DoD

pro

vide

dec

isio

n an

d re

spon

se to

A

pplic

ant,

Airp

ort

Man

ager

and

A

sses

smen

t Man

ager

Aus

tral

ian

Gov

ernm

ent

Airp

ort M

anag

er

Loca

l Gov

ernm

ent

The

Ass

essm

ent M

anag

er m

ay a

lso

requ

est a

dvic

e fr

om th

e A

irpor

t M

anag

er

Ass

essm

ent

Man

ager

mak

es

deci

sion

on

IDA

S ap

plic

atio

n

AsA

pro

vide

dec

isio

n an

d re

spon

se to

A

pplic

ant,

Airp

ort

Man

ager

and

A

sses

smen

t Man

ager

How

a p

ropo

sed

deve

lopm

ent (

and

asso

ciat

ed a

ctiv

ity) l

ocat

ed w

ithin

an

avia

tion

faci

litie

s - B

uild

ing

Res

tric

ted

Are

a w

ill b

e as

sess

ed fo

r pot

entia

l adv

erse

impa

cts

Sustainable Planning Act 2009 Defence Act 1903 and Airspace Act 2007

Shou

ld a

n A

sses

smen

t Man

ager

requ

ire

polic

y ad

vice

dur

ing

this

pro

cess

the

Dep

artm

ent o

f Tra

nspo

rt a

nd M

ain

Roa

ds

can

prov

ide

assi

stan

ce.

This

pro

cess

may

var

y, d

epen

dant

upo

n th

e ty

pe a

nd le

ngth

of t

ime

of th

e pr

opos

ed in

trus

ion.



APPE

NDI

X 6

Appendix 6: Guidance on agency roles and contact information

Role of airport managerThe airport manager (owner or lessee) manages, maintains and improves the airport. This role includes preparing an airport master plan for the airport where required. While most strategic airports will have an airport master plan, a master plan is only mandatory for core-regulated Leased Federal airports. All other strategic airports, particularly those displaying significant growth potential, are encouraged to prepare master plans.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, the airport manager is responsible for:

• undertaking a preliminary assessment of development applications referred by local government for potential impacts on the safety and efficiency of airport operations

• referring development applications with the potential to adversely impact the safety and efficiency of airport operations to the Australian Government for assessment

• providing local government with advice about the impact of a development proposal

• providing the state with overlay mapping for operational airspace OLS and PANS-OPS and ANEF contours.

Role of local government Local government is responsible for preparing local planning instruments which outline the planning and development outcomes for land in the local government area. Local government is also the assessment manager for development applications on land within the local government area.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, local government is responsible for:

• ensuring their local planning instrument appropriately integrates the planning and development assessment outcomes outlined in the SPP and SPP guideline.

• notifying airport managers and DoD of development proposals which have the potential to adversely impact on the safety and efficiency of airport operations as described in the SPP guideline.

• ensuring development applications are consistent with the performance outcomes detailed in relevant development assessment codes designed to protect the safety and efficiency of airport operations.

• ensuring decision making takes account of advice received from airport managers, the Australian Government and DoD and that development applications are approved, appropriately conditioned or refused in accordance with such advice.

Role of state government The Queensland Government is responsible for developing and implementing planning policy to ensure that the state’s interest in strategic airports and aviation facilities is protected.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, the Queensland Government is responsible for:

• reviewing local planning instruments and amendments to ensure that the state interest has been appropriately reflected in the instrument

• providing advice to local government during plan making and development assessment processes about how to interpret the policy requirements described in the SPP and SPP guideline

• ensuring the SPP Interactive Mapping System includes up-to-date mapping layers for aviation matters.

Role of Australian GovernmentThe Australian Government is responsible for implementing the standards and recommended practices adopted by the International Civil Aviation Organisation. This responsibility is primarily delegated to CASA, Airservices Australia and the Department of Infrastructure and Regional Development. The Australian Government also maintains the Australian Transport Safety Bureau’s investigation of aircraft accidents and incidents.

The Australian Government also has a direct interest in protecting Leased Federal airports.

Department of Infrastructure and Regional Development The Department of Infrastructure and Regional Development (DIRD) has responsibility under the Air Navigation Act 1920 for civil aviation policy, aviation security and air safety investigation. It also has overriding responsibility for developing policy settings and regulatory arrangements for environmental matters, such as aircraft noise, aircraft engine emissions and fuel spillage from aircraft. DIRD’s role includes regulation of Leased Federal airports under the Airports Act 1996 to ensure they are operated in a safe, efficient and environmentally sustainable manner.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, DIRD is responsible for:

• providing advice on regulatory and policy requirements of prescribed airspace and controlled activities around Leased Federal airports.


• assessing development applications referred to the Australian Government by airport managers for adverse impacts on the safety and efficiency of airport operations.

• issuing controlled activity approvals for structures around Leased Federal airports with advice from CASA and Airservices Australia.

Airservices Australia Airservices Australia has responsibility under the Air Services Act 1995, and as delegated under the Air Navigation Act 1920, to provide air traffic services and facilities to ensure safe and efficient air navigation by providing and maintaining Australia’s network of aviation facilities.

Interference with Airservices Australia’s communications can invoke powers available under the Australian Communications and Media Authority Act 2005 and its regulations.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, Airservices Australia is responsible for:

• providing assistance to local government in the process of identifying the location and specific protection requirements for aviation facilities within its jurisdiction.

• providing advice to local government on any development that has the potential to impact an aviation facility’s building restricted area.

• endorsing ANEF contours for airports.

Civil Aviation Safety Authority The Civil Aviation Safety Authority (CASA) has responsibility under the Civil Aviation Act 1988, Civil Aviation Regulations 1988 and Civil Aviation Safety Regulations 1998 for the safety regulation of civil aviation in Australia. CASA conducts surveillance to ensure airport and aircraft operators meet their responsibilities under the civil aviation legislation.

The Airspace Act 2007 establishes the head of power for CASA to regulate and administer Australian-administered airspace. It has sole responsibility for the classification, designation and regulation of the design of all Australian-administered airspace. This responsibility is exercised through the Office of Airspace Regulation within the authority.

The role of the Office of Airspace Regulation is to regulate Australian airspace according to the Airspace Act 2007 and the Airspace Regulations 2007 and to meet the Australian Government commitment expressed in the Australian Airspace Policy Statement 2012.

This is to:

• ensure that Australian airspace is administered and used safely, taking into account:

– protection of the environment, – efficient use of that airspace,– equitable access to that airspace for all users

of that airspace, and – national security.

• continue the reform of Australia's airspace to move towards closer alignment with the International Civil Aviation Organisation system and adoption of proven international best practice.

As part of this framework, the Australian Government has responded in part by introducing modernised air traffic management infrastructure and systems to enhance air safety at and around Australian airports.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, CASA is responsible for:

• providing advice to DIRD and local government regarding development that may adversely impact operational airspace for a strategic airport.

• assisting local government and proponents to ascertain whether a proposed development or associated activities will adversely impact upon operational airspace using various assessment tools and measures.

Department of Defence The Department of Defence (DoD) operates military airfields and shares the operation of joint-user airfields. It administers the DACR under the Defence Act 1903 to ensure airspace surrounding military airfields is obstruction-free.

In the context of plan making and development assessment for the state interest—strategic airports and aviation facilities, DoD is responsible for:

• providing advice on policy requirements in relation to operational airspace, aircraft noise, wildlife hazards, lighting, PSAs, aviation facilities and explosive ordnance safeguarding for military and joint user airports.

• assessing development applications referred by airport managers for adverse impacts on the safety and efficiency of military operations.

• issuing approvals for structures around military and joint-user airfields.

• providing local government with overlay mapping for Height Restriction Zones.

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Table C—Sources of information and advice

Agency Advice

Queensland Department of Transport and Main Roads (TMR)07 3066 1552Email: [email protected]

Implementing and interpreting the SPP and reflecting the SPP in a planning instrument.

Queensland Department of Infrastructure, Local Government and Planning (DILGP)

Ensuring Local Governments reflect the SPP in a local planning instrument and the operation of IDAS.

Airport managers First point of contact for approval requirements for their respective airports, relevant Commonwealth legislation and regulations.

Commonwealth Department of Infrastructure and Regional Development (DIRD)

Approval requirements of prescribed airspace and ‘controlled activities’ as defined by the Airports Act 1996.

Civil Aviation Safety Authority (CASA)131 757

Advice and information as part of pre-lodgement discussions for proposed development and strategic planning decisions regarding operational airspace.Recommendations and advice on surrounding development encroaching into operational airspace.

Airservices AustraliaAirports relations team 02 6268 4111

Advice and information as part of pre-lodgement discussions for proposed development and strategic planning decisions regarding ANEF and aviation facilities.Recommendations and advice surrounding development infringing on operational airspace.

Department of Defence (DoD)Defence Support Group02 6266 8191

Impacts of a development on defence interests at Royal Australian Air Force (RAAF) Base Amberley, Townsville, Scherger and Army Aviation Centre, Oakey.Defence (Areas Control) Regulation requirements for RAAF Base Amberley, Townsville, Scherger and Army Aviation Centre, Oakey and the Regulation 8 approval process.

Aeronautical Information Service of the RAAF 03 9282 [email protected]

Maintains a database of tall structures in the country. Should be notified of all tall structures meeting the following criteria:

• 30 m or more above ground level for structures within 30 km of an aerodrome, or

• 45 m or more above ground level for structures located elsewhere.

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Table D—Contact information for airport managers

Airport manager Position Address PhoneArmy Aviation Centre Oakey

Director General Estate PlanningDefence Support and Reform Group

Department of DefencePO Box 7925Canberra DC ACT 2610

02 6266 8005

Archerfield Airport General Manager

Operations and Technical Officer

Archerfield AirportAirside ApplicationPO Box 747 Archerfield QLD 4108

07 3275 8011

07 3275 8012

Brisbane Airport Corporation

Head of Airport Development

Planning Manager

PO Box 61Hamilton Central Brisbane QLD 4007

11 The Circuit, Airport Village, Brisbane Airport QLD 4008

07 3406 3047

07 3406 3169

07 3406 3161

07 3406 3011

Bundaberg Airport Airport Operations Coordinator C/o Bundaberg Regional Council PO Box 3130Bundaberg QLD 4670

1300 883 69907 4130 4825

Cairns Airport NQA General Manager Property Development Cairns Airport

PO Box 57Airport Administration CentreCairns Airport QLD 4870

07 4080 6721

Emerald Airport Airport Operations Controller

Senior Airport Reporting Officer

PO Box 21Emerald QLD 4720

07 4980 4941

1300 242 686

Gladstone Airport(Gladstone Airport Corporation)

Chief Executive Officer PO Box 7200Kin Kora QLD 4680

07 4977 880107 4977 8800

Gold Coast Airport (Coolangatta)(Queensland Airports Ltd)

Manager Operations and Standards PO Box 112Coolangatta QLD 4225

07 5589 1192

Hamilton Island Airport(Great Barrier Reef Airport Pty Ltd)

Airport Manager

Airport administration office

Airport safety officer

PO Box 201Hamilton Island QLD 4803

07 4948 9319

07 4946 8615

Hervey Bay Airport Executive Manager – Corporate Business

Airport Technical Officer(backup contact)

PO Box 1943Hervey Bay QLD 4655

07 4194 8101 (direct line)

07 4194 8113

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Airport manager Position Address PhoneHorn Island Airport Operator

Airport Manager

PO Box 171Thursday Island QLD 4875

07 4069 1336

07 4069 13140429 691 314

Longreach Airport(Queensland Airports Ltd)

Airport Manager PO Box 503Longreach QLD 4730

07 4658 3766

Mackay Airport General Manager PO Box 5806 Mackay Mail Centre Mackay QLD 4741

Ph 07 4957 0234

Mareeba Airport Airport Project Coordinator

Aerodrome Reporting Officer

Tablelands Regional CouncilPO Box 154Mareeba QLD 4880

Ph 07 4043 4100

Ph 07 40434656

Moranbah Airport Airport owner BHP Mitsubishi Alliance

Principal Airport Operator

Locked Bag 4Dysart

0467 761 076

Mount Isa(Queensland Airports Ltd)

Asset Services Manager PO Box 2305 Mount Isa QLD 4825

07 4743 4598

Northern Peninsula (Bamaga)

General Manager Bamaga AirportAirport RoadBamaga QLD 4876PO Box 200 Bamaga QLD 4876

07 4090 4100 (Council)

General Manager 1511 Toowoomba-Cecil Plains Road, Wellcamp 4350PO Box 151Drayton North QLD 4350

07 4614 3200

Rockhampton Airport Manager Rockhampton Airport,Rockhampton Regional CouncilPO Box 1860Rockhampton QLD 4700

07 4936 8017

Roma Maranoa Regional Council PO Box 42 Mitchell 1300 007 662

RAAF Base Amberley Director General Estate PlanningDefence Support and Reform Group


02 6266 8005

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Airport manager Position Address PhoneRAAF Base Scherger Director General Estate Planning

Defence Support and Reform GroupDepartment of DefencePO Box 7925Canberra DC ACT 2610

02 6266 8005

RAAF Base Townsville Director General Estate PlanningDefence Support and Reform Group


02 6266 8005

Sunshine Coast Airport Airport Operations Manager

General Manager

Locked Bag 72 SCMC QLD 4560

Friendship Avenue Marcoola QLD 4564

07 5453 1527

07 5453 1500

Toowoomba Airport Airport Manager PO Box 3021Village FairToowoomba QLD 4350

07 4688 6729

Townsville Airport (Queensland Airports Ltd)

General Manager

Asset Services Manager

PO Box 7636 Garbutt QLD 4814

Stinson Ave (cnr Halifax St)Garbutt QLD 4814

07 4727 3211

Weipa Airport Airport owner—Rio Tinto

Airport Manager

PO Box 514Weipa QLD 4874

PO Box 1027Weipa QLD 4874

07 4069 7289

Whitsunday Coast Airport - Prosperpine

Airport Operations Manager PO Box 104Proserpine QLD 4800

07 4945 5510

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© The State of Queensland, June 2016. Published by the Department of Infrastructure, Local Government and Planning, 100 George Street, Brisbane Qld 4000, Australia.

Licence: This work is licensed under the Creative Commons CC BY 4.0 Licence. To view a copy of the licence, visit http://creativecommons.org/licenses/by/4.0/deed.en.

Attribution: The State of Queensland, Department of Infrastructure, Local Government and Planning.

The Queensland Government supports and encourages the dissemination and exchange of information. However, copyright protects this publication. The State of Queensland has no objection to this material being reproduced, made available online or electronically but only if it is recognised as the owner of the copyright and this material remains unaltered.

The Queensland Government is committed to providing accessible services to Queenslanders of all cultural and linguistic backgrounds. If you have difficulty understanding this publication and need a translator, please call the Translating and Interpreting Service (TIS National) on 131 450 and ask them to telephone the Queensland Department of Infrastructure, Local Government, and Planning on 13 QGOV (13 74 68).

Disclaimer: While every care has been taken in preparing this publication, the State of Queensland accepts no responsibility for decisions or actions taken as a result of any data, information, statement or advice, expressed or implied, contained within. To the best of our knowledge, the content was correct at the time of publishing. Any references to legislation are not an interpretation of the law. They are to be used as a guide only. The information in this publication is general and does not account for individual circumstances or situations. Where appropriate, independent legal advice should be sought.’

For the most up to date version of the State Planning Policy, please refer to the Department of Infrastructure, Local Government and Planning website www.dilgp.qld.gov.au/spp. To obtain a printed copy of this guideline, please contact us via the contact details provided at the end of this guideline.

State Planning Policy Department of Infrastructure, Local Government and PlanningPO Box 15009, City East, Queensland 4002 tel: 13 QGOV email: [email protected]

http://creativecommons.org/licenses/by/4.0/deed.en

http://www.dilgp.qld.gov.au/spp

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