How To Protect The State Interest In Planning For A Strategic Airport

Transcription

1 Department of State Development, Infrastructure and Planning State Planning Policy state interest guideline Strategic airports and aviation facilities July 2014 Great state. Great opportunity.

2 Preface Using this state interest guideline The 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. 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. 2

3 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 PART D Model codes and provisions Appendix 1: Core concepts...24 Appendix 2: Aviation facilities location and type Appendix 3: Building restricted areas for aviation facilities (communication) Appendix 4: Guidance on the National Airports Safeguarding Framework.. 57 Appendix 5: Guidance on development assessment processes Appendix 6: Guidance on agency roles and contact information

4 PART A: Background and core concepts PART A State interest strategic airports and aviation facilities Planning protects the operation of strategic airports and aviation facilities, and enables the growth and development of Queensland s aviation industry. Background Strategic 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 highlighted in blue boxes 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. Core concepts Appendix 1 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? 4

5 PART B: Integrating the state interest into planning schemes PART B Policy 1 Identifying strategic airports and aviation facilities, and associated operational airspace, public safety areas, lighting area buffer zones, wildlife hazard buffer zones, Australian Noise Exposure Forecast (ANEF) contours, and building restricted areas. How to appropriately integrate the policy 1.1 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 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 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). In future, mapping of Height Restriction Zones, lighting area buffer zones and wildlife hazard buffer zones will also be 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. ANEF contours. 5

6 PART B Policy 2 Facilitating development surrounding strategic airports that is compatible with, depends upon or 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. How to appropriately integrate the policy 2.1 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. 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, warehouses and service industries. 6

7 PART B Policy 3 Protecting strategic airports by ensuring: (a) development and associated activities do not create incompatible intrusions or compromise aircraft safety, in operational airspace. How to appropriately integrate the policy 3(a)1 Land use strategies in a local planning scheme should ensure development and associated activities do not adversely impact 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. 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 Physical obstructions: temporary or permanent natural or man-made. Transient obstructions Lighting hazards: including reflected sunlight distracts or interferes with pilot visibility creates pilot confusion regarding approach or runway lighting. Land uses all land uses where building/structure height exceeds OLS or height restriction zone renewable energy facility (wind farm) Outdoor sport and recreational aviation activities (e.g. parachuting, hot air ballooning, hang gliding, shooting ranges). industry port services warehouse major sport, recreation and entertainment facility outdoor sport and recreation outdoor lighting roads ( m-long straights) advertising device 7

8 PART B Activity Wildlife hazards Gaseous plumes with high velocity (exceeds 4.3 m per second) Airborne particulates that impair visibility Land uses 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) medium and high impact industry special industry (noxious and hazardous industry) extractive industry utility installation crematorium Policy 3 Protecting strategic airports by ensuring: (b) development avoids increasing risk to public safety in defined public safety areas. How to appropriately integrate the policy 3(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) institutional uses (e.g. education establishments, hospitals). 8

9 PART B Policy 3 Protecting strategic airports by ensuring: (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 policy 3(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 guideline, which provides information for local government with further information about alternative aircraft noise metrics through direction to Attachment 1 of the National Aviation Safeguarding Framework, Alternative aircraft noise. 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. 3(c)2 A local planning instrument should make development assessable as described in Table 2 and 3 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. 9

10 PART B Policy 4 Protecting aviation facilities by ensuring development and associated activities within building restricted areas do not adversely affect their functioning. How to appropriately integrate the policy 4.1 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: 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. permanent or temporary physical obstructions electrical or electro-magnetic interference deflection or interference of signals. Policy 5 Identifying and protecting key transport infrastructure and corridors (passenger and freight) linking strategic airports to the broader transport network. How to appropriately integrate the policy 5.1 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. 10

11 PART B Policy 6 Including the SPP code: Strategic airports and aviation facilities or similar development assessment requirements. How to appropriately integrate the policy 6.1 The SPP code: Strategic airports and aviation facilities 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. 11

12 PART C: Application of interim development assessment requirements PART C Development assessment requirement 1 Complies 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 airspace A 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 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 12

13 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. 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 provides more information regarding the Australian Government s role and assessment processes for intrusions into operational airspace of strategic airports. 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 operational 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. 13

14 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 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. REFER TO: Appendix 4: Guidance on the National Airports Safeguarding Framework. Australian Government role 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. 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. 14

15 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 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. Australian Government role 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 of the Civil Aviation Safety Regulations and Regulation 6 of the Airspace Regulations 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. 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. Australian Government role 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. 15

16 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 seek 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. 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. REFER TO: Appendix 4: Guidance on the National Airports Safeguarding Framework. Australian Government role 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. 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 consistent and effective reporting of wildlife events in line with Australian Transport Safety Bureau (ATSB) guidelines. 16

17 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 DSDIP, 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. Australian Government role 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 State Development, Infrastructure and Planning (DSDIP). 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. 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. 17

18 PART C PO5 Protection of aviation facilities Local 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. 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). A A/B Area of interest Figure 2 Conceptual illustration of zones within a building restricted area 18

19 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.) 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. REFER TO: Appendix 6: Guidance on agency roles for contact details. Australian Government role 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. 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 19

20 PART C PO6 Public safety areas Development 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 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 indirect impacts arising from damage to ground facilities such as storage facilities for explosive, flammable or other hazardous materials. PO7 Aircraft noise When 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 uses Accommodation activity (except short term accommodation, rooming accommodation), residential care facility Compatibility of use within ANEF contour of site Compatible Compatible subject to conditions Incompatible Less than 20 ANEF ANEF ANEF Short-term accommodation, hotel, rooming accommodation Less than 25 ANEF ANEF ANEF Educational establishment, child care centre Less than 20 ANEF ANEF ANEF Hospital, health care service Less than 20 ANEF ANEF ANEF Community use, places of worship Less than 20 ANEF ANEF 3 40 ANEF Office Less than 25 ANEF ANEF ANEF Source: Adapted from AS 2021 (as adopted 7 July 2000). 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. 20