Department of State Development, Infrastructure and Planning
State Planning Policy—state interest guideline
Strategic airports
and aviation facilities
July 2014
Great state. Great opportunity.
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
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 codes and provisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Appendix 1: Core concepts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Appendix 2: Aviation facilities—location and type. . . . . . . . . . . . . . . . . . . . . 33
Appendix 3: B
uilding 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
3
PART A
PART A: Background and core concepts
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
Core concepts
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.
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:
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.
• What is a public safety area (PSA)?
• What is a strategic airport?
• What is an aviation facility?
• What is operational airspace?
• What are the impacts of aircraft noise?
• What is a building restricted area?
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.
4
PART B
PART B: Integrating the state interest
into planning schemes
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
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
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)1Land 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)2Development 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)3The 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)4Land 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:
• all land uses where building/structure height exceeds OLS or height restriction zone
• temporary or permanent
• renewable energy facility (wind farm)
• natural or man-made.
Transient obstructions
Outdoor sport and recreational aviation activities (e.g. parachuting, hot air ballooning,
hang gliding, shooting ranges).
Lighting hazards:
•industry
• including reflected sunlight
• port services
• distracts or interferes with
pilot visibility
•warehouse
• creates pilot confusion
regarding approach or runway
lighting.
• major sport, recreation and entertainment facility
• outdoor sport and recreation
• outdoor lighting
• roads (500–1000 m-long straights)
• advertising device
7
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
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)1The 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
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)3Australian 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)2A 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
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
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
PART C
PART C: Application of interim development
assessment requirements
Development assessment
requirement 1
Complies with the SPP code: Strategic airports and
aviation facilities
• 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
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
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
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
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.
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
PART C
Emissions
Australian Government role
A gaseous plume with a velocity exceeding 4.3 metres
per second
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.
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.
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
Australian Government role
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.
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.
Development that emits airborne particles is incompatible
with operational safety and efficiency of strategic airports
if it occurs on land beneath operational airspace.
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
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
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
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).
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.
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.
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
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.)
REFER TO: Appendix 6: Guidance on agency roles
for contact details.
• hangars and warehouses
Australian Government role
• infrastructure including bridges and motorway/freeway,
overpasses etc.
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.
• 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.
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
PART C
PO6—Public safety areas
PO7—Aircraft noise
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:
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.
• increasing the numbers of people living, working or
congregating in the PSA
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.
• 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.
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
Compatibility 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 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
PART C
Table 3—Levels of assessment for development within ANEF contours
Land uses
Level 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
21
PART C
Table 4—Desirable indoor design sound levels for sensitive land uses
Land use
Location within development
Indoor design sound
level dB(A)
Accommodation activities
Sleeping areas
50
Residential care facilities
Other habitable
55
Short-term accommodation
Sleeping areas
55
Educational establishments
Libraries
50
Child care centres
Classrooms, study areas
Hotels
Rooming accommodation (hostel)
Sleeping areas
Hospitals
Health care services
Teaching area, assembly areas
55
Wards, theatres, treatment and
consulting rooms
50
Laboratories
65
Community uses
50
Places of worship
Offices
Private offices, conference rooms
55
Open offices
65
Source: Adapted from AS 2021 (as adopted 7 July 2000).
Note:
1. AS 2021 as adopted 7 July 2000, should be referred to for advice and information about the indoor design sound levels in Table 4.
22
PART D
PART D: Model codes and provisions
Refer to the SPP code: Strategic airports and aviation facilities located in Appendix 4 in the SPP.
23
APPENDIX 1
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 Commonwealth Government
in aviation matters?
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
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
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
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
• 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.
24
APPENDIX 1
Communication facilities
Communication 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
• SGS antennas.
Signal reception between aircraft and ground facilities is
by line of sight or via a satellite link.
Navigation facilities
A 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 facilities
Surveillance 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)
What is operational airspace?
Airports need airspace around it to enable aircraft to takeoff, 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
• for defence airfields and joint-user airfields—Height
Restriction Zones pursuant to the Defence (Areas Control)
Regulations 1989 (DACR) under the Defence Act 1903.
• Secondary Surveillance Radar (SSR)
• Automatic Dependent Surveillance Broadcast (ADS-B)
surveillance system
• Advanced Surface Movement Guidance and Control
System (A-SMGCS).
25
APPENDIX 1
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 nonvisual 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 PANSOPS 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 Zones
Australian Government role
The 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.
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.
26
APPENDIX 1
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.
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
• 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.
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
• 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).
27
APPENDIX 1
Table A—Strategic airports and PSA required for runways
#
Strategic airport
Local government area
Airport type
PSA 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
Yes
Runway 14/32—
cross only
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
Whitsunday Coast
Whitsunday Regional Council
Other
Yes
No
Weipa
Weipa Town Authority Council
Other
No
No
PSA in place at local government discretion
28
APPENDIX 1
Dimensions of a PSA
A 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.
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
seriously 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 system
The 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)
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).
• 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 nighttime defined as 1900 hours to 0700 hours). Night
time movements are represented with a six decibels
adjustment in the ANEF calculation
• 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 2021–2000:
Acoustics—Aircraft noise intrusion—Building siting and
construction (AS 2021) as adopted 7 July 2000.
29
APPENDIX 1
It should be recognised that the effects of noise from
aircraft 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 which
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
• 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 in some instances 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).
Other aviation matters
The 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 interest
The 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 airports
The 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 airfields
DoD 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.
30
APPENDIX 1
Other airports
Australian Government role
Under 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.
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.
31
APPENDIX 1
Glossary
Terms 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.
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.
32
APPENDIX 2
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 government
Location
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Balonne Shire
St George
NDB
-28.047161
148.597172
197.628
Balonne Shire
Airservices VHF tower, St George SGS/ VHF
NDB compound, St George
-28.046769
148.597244
0
Balonne Shire
St George
SGS
-28.05
148.6
0
Banana Shire
Taroom
CVOR
-25.80275
149.896256
229.73
Banana Shire
Thangool
DME
-24.494017
150.569558
216.5
Banana Shire
Taroom
NDB
-25.80205
149.8919
222.739
Banana Shire
Thangool
NDB
-24.494133
150.569881
193.5
Banana Shire
Rockhampton SGS
SGS
-24.49
150.57
0
Barcaldine Regional
Barcaldine
NDB
-23.558344
145.297997
268.052
Barcoo Shire
Windorah
NDB
-25.410928
142.663197
131.139
Blackall Tambo Regional Blackall
NDB
-24.426244
145.435858
280.126
Boulia Shire
Boulia
NDB
-22.914767
139.906978
161.615
Brisbane City
Brisbane PSR
Radar
-27.357697
153.116081
24.2
Brisbane City
Brisbane SSR
Radar
-27.357697
153.116081
27.2
Brisbane City
Boggy Creek (RWY 01)
MM
-27.41002
153.114046
7.918
Brisbane City
Lytton Road (RWY 01)
OM
-27.457564
153.087283
32.199
Brisbane City
Brisbane (RWY 01)
GP
-27.400873
153.121047
2.338
Brisbane City
Brisbane (RWY 19)
GP
-27.377801
153.13424
2.246
Brisbane City
Brisbane
DVOR
-27.366078
153.139214
7.053
Brisbane City
Brisbane (RWY 19)
DME
-27.377835
153.134311
6.296
Brisbane City
Brisbane
DME
-27.365958
153.139286
9.053
Brisbane City
Brisbane (RWY 01)
LOC
-27.37017
153.136877
2.832
Brisbane City
Brisbane (RWY 19)
LOC
-27.40753
153.115514
3.32
Brisbane City
Archerfield
NDB
-27.570292
153.016033
13.408
Brisbane City
Control tower Airport Drive,
Brisbane Airport
VHF
-27.387819
153.115444
0
Brisbane City
Qld communications site, Paten Rd,
Mount Coot-tha
VHF
-27.460911
152.957736
0
33
APPENDIX 2
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Airservices Archerfield Aerodrome,
Archerfield
VHF
-27.576189
153.004403
0
Brisbane City
Brisbane ATSC
SGS
-27.39
153.11
0
Bulloo Shire
Jackson—A
ADS-B
-27.578029
142.379959
194.668
Bulloo Shire
Jackson—B
ADS-B
-27.578037
142.379947
193.784
Bulloo Shire
Thargomindah
NDB
-27.993253
143.814931
130.29
Bulloo Shire
Airservices VHF ADSB tower, Jackson
SGS compound, Jackson
VHF
-27.578033
142.378814
0
Bulloo Shire
Jackson
SGS
-27.58
142.38
0
Bundaberg Regional
Double Sloping Hummock
ADS-B
-24.70225
151.962443
414.974
Bundaberg Regional
Double Sloping Hummock
ADS-B
-24.70225
151.962443
414.974
Bundaberg Regional
Bundaberg
NDB
-24.906581
152.320311
30.661
Bundaberg Regional
QR site 43 km WNW of Bundaberg,
Mt Watalgan
VHF
-24.702033
151.962456
0
Bundaberg Regional
Telstra site Sloping Hummock
VHF
-24.842586
152.426617
0
Burke Shire
Burketown
NDB
-17.751081
139.531742
4.955
Burke Shire
Century Mine
NDB
-18.753889
138.703056
125.447
Cairns Regional
Redden Creek PSR
Radar
-16.860741
145.747017
33.442
Cairns Regional
Redden Creek SSR
Radar
-16.860741
145.747017
35.892
Cairns Regional
Barron River (RWY 15)
MM
-16.858184
145.740181
7.418
Cairns Regional
Yorkeys Knob (RWY 15)
OM
-16.810363
145.718345
10.494
Cairns Regional
Cairns (RWY 15)
GP
-16.869056
145.743493
1.505
Cairns Regional
Cairns
DVOR
-16.850019
145.743891
8.905
Cairns Regional
Cairns (RWY 33)
DME
-16.850371
145.743135
13.912
Cairns Regional
Cairns
DME
-16.850147
145.743944
11.74
Cairns Regional
Cairns (RWY 15)
LOC
-16.893217
145.75595
1.266
Cairns Regional
Cairns (RWY 33)
LOC
-16.864672
145.743046
1.019
Cairns Regional
Cairns (RWY 15)
NDB
-16.846967
145.735544
2.899
Cairns Regional
Airservices tower, Cairns Airport,
Cairns
VHF
-16.874867
145.755278
0
Cairns Regional
Radio terminal 38 km SSE of Cairns,
Mt Bellenden Ker
VHF
-17.264308
145.853611
0
Cairns Regional
Cairns
SGS
-16.87
145.76
0
Carpentaria Shire
Normanton
NDB
-17.695744
141.073031
18.709
Local government
Location
Brisbane City
34
APPENDIX 2
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Airservices VHF tower, Normanton
SGS/NDB compound, Normanton
VHF
-17.695556
141.073306
0
Carpentaria Shire
Normanton
SGS
-17.7
141.07
0
Cassowary Coast
Regional
Innisfail
NDB
-17.561647
146.015392
11.555
Central Highlands
Regional
Emerald
NDB
-23.567456
148.171058
187.223
Central Highlands
Regional
AirServices VHF site, Airport Emerald
VHF
-23.567056
148.171392
0
Central Highlands
Regional
Emerald
SGS
-23.57
148.17
0
Charters Towers
Regional
Tabletop RSR
Radar
-19.378725
146.493617
702.5
Charters Towers
Regional
Airservices VHF tower, Tabletop radar
site, Tabletop Mountain
VHF
-19.378722
146.493617
0
Charters Towers
Regional
Tabletop
SGS
-19.38
146.49
0
Cloncurry Shire
Cloncurry
NDB
-20.665672
140.501061
186.948
Cloncurry Shire
The Monument
NDB
-21.809722
139.924167
289.047
Cook Shire
Weipa
DVOR
-12.673553
141.922485
21.712
Cook Shire
Weipa
DME
-12.673566
141.922622
24.063
Cook Shire
Weipa
SGS
-12.67
141.92
0
Cook Shire
Cooktown
DME
-15.448497
145.186964
29.247
Cook Shire
Coen
NDB
-13.76605
143.117261
159.484
Cook Shire
Lockhart River
NDB
-12.788594
143.30375
17.381
Cook Shire
Weipa
NDB
-12.661628
141.8988
15.855
Cook Shire
Cooktown
NDB
-15.44862
145.187272
4.517
Cook Shire
Airservices VHF tower, Kintore SGS
compound, Kintore
VHF
-14.296694
143.344944
0
Cook Shire
Airservices VHF tower compound,
Weipa Airport, Weipa
VHF
-12.668972
141.922864
0
Cook Shire
Kintore
SGS
-14.3
143.35
0
Cook Shire
Includes aviation facilities associated
with RAAF Base Scherger—contact
DoD
Diamantina Shire
Birdsville—A
ADS-B
-25.895941
139.353463
69.034
Diamantina Shire
Birdsville—B
ADS-B
-25.895949
139.353456
68.72
Local government
Location
Carpentaria Shire
35
APPENDIX 2
Local government
Location
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Diamantina Shire
Birdsville
NDB
-25.896278
139.353411
47.232
Diamantina Shire
Airservices VHF ADSB tower, Birdsville VHF
SGS compound, Birdsville
-25.895989
139.353344
0
Diamantina Shire
Airservices VHF tower, Bedourie SGS
compound, Bedourie
VHF
-24.357933
139.471467
0
Diamantina Shire
Birdsville
SGS
-25.9
139.35
0
Diamantina Shire
Bedourie
SGS
-24.36
139.47
0
Etheridge Shire
Georgetown
NDB
-18.294403
143.549047
291.782
Etheridge Shire
Airservices VHF tower, Cheviot Hills
SGS compound, Cheviot Hills
VHF
-19.576194
144.08425
0
Flinders Shire
Hughenden
CVOR
-20.814056
144.223003
317.558
Flinders Shire
Hughenden
NDB
-20.820622
144.229036
316.572
Flinders Shire
Cheviot Hills
SGS
-19.58
144.08
0
Fraser Coast Regional
Maryborough
NDB
-25.519694
152.709944
10.716
Fraser Coast Regional
Telstra radio terminal, Maryborough
VHF
-25.516472
152.663283
0
Gladstone Regional
Gladstone
DVOR
-23.865261
151.204408
56.891
Gladstone Regional
Airservices site 48 km WSW of
Gladstone, Mt Alma
VHF
-23.959264
150.805244
0
Gladstone Regional
Mt Alma
SGS
-23.96
150.8
0
Gladstone Regional
Mt Alma RSR
Radar
-24.192986
150.804858
775
Gold Coast City
Mt Somerville PSR
Radar
-28.215562
153.425991
363.223
Gold Coast City
Mt Somerville SSR
Radar
-28.215562
153.425991
365.673
Gold Coast City
Coolangatta
DVOR
-28.168944
153.504089
9.216
Gold Coast City
Jacobs Well
CVOR
-27.761428
153.334319
7.039
Gold Coast City
Coolangatta
DME
-28.168917
153.503942
11.526
Gold Coast City
Coolangatta
NDB
-28.164858
153.501114
4.145
Gold Coast City
Aviation site repeater, Station Rd,
Springbrook
VHF
-28.240075
153.266347
0
Gold Coast City
Control tower, Airport Coolangatta
VHF
-28.163961
153.509122
0
Goondiwindi Regional
Goondiwindi
NDB
-28.522608
150.326392
216.83
Hope Vale Aboriginal
Shire
Airservices VHF repeater stn, Mt
VHF
Piebald Telstra compound, Mt Piebald
-15.315583
145.086389
0
Ipswich City
Includes aviation facilities associated
with RAAF Base Amberley—contact
DoD
36
APPENDIX 2
Local government
Location
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Isaac Regional
Clermont
NDB
-22.773006
147.624947
263.905
Isaac Regional
Dysart
NDB
-22.597628
148.351117
206.433
Isaac Regional
Moranbah
NDB
-22.062481
148.075308
229.21
Kowanyama Aboriginal
Shire
Kowanyama
NDB
-15.479806
141.748464
9.922
Longreach Regional
Longreach—A
ADS-B
-23.428005
144.288128
216.166
Longreach Regional
Longreach—B
ADS-B
-23.428005
144.288128
216.166
Longreach Regional
Longreach
CVOR
-23.424467
144.282242
190.952
Longreach Regional
Longreach
NDB
-23.428419
144.289144
195.764
Longreach Regional
Airservices NavComm equipment
building, Airport Longreach
VHF
-23.428061
144.288103
0
Longreach Regional
Longreach
SGS
-23.44
144.27
0
Mackay Regional
Mackay
DVOR
-21.172999
149.187233
10.155
Mackay Regional
Mackay
DME
-21.173018
149.187375
12.025
Mackay Regional
Mackay
NDB
-21.162244
149.186256
4.477
Mackay Regional
Airport control tower, Milton Street,
Mackay
VHF
-21.170017
149.174525
0
Mackay Regional
Airservices microwave poles, Airport
Milton St, Mackay
VHF
-21.170086
149.174306
0
Mackay Regional
Main broadcast tower, Mt Blackwood,
28 km WNW of Mackay
VHF
-21.032336
148.943589
0
Mackay Regional
Airservices site, Crediton
VHF
-21.230117
148.537483
0
Mackay Regional
Airservices VHF tower, Swampy Ridge
radar site, Eungella
VHF
-21.082578
148.439411
0
Mackay Regional
Mackay
SGS
-21.17
149.17
0
Mackay Regional
Eungella
SGS
-21.23
148.54
0
Mackay Regional
Swampy Ridge
SGS
-21.08
148.44
0
Mackay Regional
Swampy Ridge RSR
Radar
-21.082583
148.439416
1179
Maranoa Regional
Roma
NDB
-26.543075
148.781689
301.918
Maranoa Regional
Airservices site Roma
VHF
-26.542603
148.781681
0
Maranoa Regional
Roma
SGS
-26.54
148.78
0
McKinlay Shire
Julia Creek
NDB
-20.665039
141.724286
123.198
McKinlay Shire
Airservices VHF tower, Kynuna SGS
compound, Kynuna
VHF
-21.456861
141.951139
0
McKinlay Shire
Kynuna
SGS
-21.46
141.95
0
37
APPENDIX 2
Local government
Location
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Mornington Shire
Mornington Island—A
ADS-B
-16.659074
139.170801
32.64
Mornington Shire
Mornington Island—B
ADS-B
-16.659059
139.17082
32.64
Mornington Shire
Mornington Island
NDB
-16.659158
139.1704
10.083
Mornington Shire
Airservices VHF ADSB tower,
Mornington Is. SGS compound,
Mornington Island
VHF
-16.659
139.170833
0
Mornington Shire
Mornington Island
SGS
-16.66
139.17
0
Mount Isa City
Mount Isa—A
ADS-B
-20.735394
139.512786
468.469
Mount Isa City
Mount Isa—B
ADS-B
-20.735454
139.512786
468.469
Mount Isa City
Mount Isa
DVOR
-20.664619
139.485648
344.446
Mount Isa City
Mount Isa
DME
-20.664634
139.485792
346.565
Mount Isa City
Camooweal
NDB
-19.914817
138.116917
234.07
Mount Isa City
Mount Isa
NDB
-20.675411
139.486561
340.208
Mount Isa City
Airservices site, DCA Hill, Mount Isa
VHF
-20.735442
139.512869
0
Mount Isa City
Airservices NDB, Airport Mount Isa
VHF
-20.675411
139.486561
0
Mount Isa City
Mt Isa DCA Hill
SGS
-20.74
139.51
0
Murweh Shire
Charleville
CVOR
-26.421208
146.265992
309.431
Murweh Shire
Charleville
NDB
-26.420033
146.249006
301.494
Murweh Shire
Airservices VHF tower, Charleville
SGS/NDB compound, Mitchell
Highway, Charleville
VHF
-26.419233
146.249817
0
Murweh Shire
Charleville
SGS
-26.42
146.25
0
North Burnett Regional
Gayndah
NDB
-25.594964
151.673164
104.272
Paroo Shire
Cunnamulla
CVOR
-28.038783
145.623586
194.117
Paroo Shire
Cunnamulla
NDB
-28.034764
145.62375
190.104
Redland City
Mt Hardgrave RSR
Radar
-27.499979
153.453195
239.7
Redland City
Airservices VHF tower, Mt Hardgrave
radar site, North Stradbroke Island
VHF
-27.499722
153.453142
0
Redland City
Capalaba
SGS
-27.51
153.2
0
Richmond Shire
Richmond
NDB
-20.697686
143.110047
204.417
Rockhampton Regional
Rockhampton
DVOR
-23.382798
150.471516
15.376
Rockhampton Regional
Rockhampton
DME
-23.38282
150.47166
17.246
Rockhampton Regional
Rockhampton
NDB
-23.370919
150.475308
9.743
Rockhampton Regional
QR site Table Mountain
VHF
-23.517044
150.383306
0
38
APPENDIX 2
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Airservices link/VHF pole control
tower car park, Rockhampton
VHF
-23.376778
150.477828
0
Rockhampton Regional
Airservices control tower complex,
Rockhampton Airport, Rockhampton
VHF
-23.376844
150.477589
0
Scenic Rim Regional
Laravale
DVOR
-28.089817
152.924789
68.818
Scenic Rim Regional
Bromelton
NDB
-27.966097
152.900767
125.556
Somerset Regional
Kilcoy
NDB
-26.918936
152.572825
117.06
Somerset Regional
Airservices tower, The Summit,
Mount Glorious
VHF
-27.3148
152.748017
0
South Burnett Regional
Kingaroy
NDB
-26.578644
151.844364
443.174
South Burnett Regional
AirServices Australia site, eastside
Mt Mowbullan
VHF
-26.898419
151.620253
0
Southern Downs
Regional
Main Bldg NTL site, Television Drive,
Passchendaele
VHF
-28.535917
151.833039
0
Southern Downs
Regional
Passchendaele
SGS
-28.54
151.83
0
Sunshine Coast
Regional
Maleny
DVOR
-26.744819
152.761389
533.708
Sunshine Coast
Regional
Maroochydore
CVOR
-26.597683
153.090297
7.828
Sunshine Coast
Regional
Maroochydore
DME
-26.597683
153.090297
10.828
Sunshine Coast
Regional
Maroochydore
NDB
-26.592189
153.091714
2.816
Sunshine Coast
Regional
Northern end NS runway, Sunshine
Coast Airport, Marcoola
VHF
-26.605078
153.087728
0
Tablelands Regional
Hanns Tableland RSR
Radar
-16.916936
145.252161
1001.4
Tablelands Regional
Biboohra
CVOR
-16.916864
145.411867
391.867
Tablelands Regional
Airservices tower, Saddle Mountain
Road 3 km E of Kuranda, Saddle
Mountain
VHF
-16.8182
145.663056
0
Tablelands Regional
Airservices VHF tower, Hann Tableland VHF
radar site, Hann Tableland
-16.915569
145.252161
0
Tablelands Regional
Hann Tableland
SGS
-16.92
145.25
0
Toowoomba Regional
Toowoomba
NDB
-27.542056
151.911961
629.638
Toowoomba Regional
Brymaroo (RWY 14)
NDB
-27.235104
151.624695
417.198
Toowoomba Regional
Also includes aviation facilities
associated with the Army Aviation
Centre Oakey—contact DoD
Local government
Location
Rockhampton Regional
39
APPENDIX 2
Local government
Location
Facility
type
Latitude
Longitude
Siting
height
(AHD)
Torres Shire
Thursday Island—A
ADS-B
-10.576934
142.227577
123.602
Torres Shire
Thursday Island—B
ADS-B
-10.576936
142.227564
123.258
Torres Shire
Horn Island
NDB
-10.59205
142.292564
15.168
Torres Shire
Airservices site Millman Hill
Thursday Island
VHF
-10.577133
142.227519
0
Torres Shire
Thursday Island
SGS
-10.58
142.23
0
Townsville City
Townsville
Radar
-19.188686
146.764856
0
Townsville City
Garbutt (RWY 01)
MM
-19.270918
146.758703
11.02
Townsville City
Douglas (RWY 01)
OM
-19.330877
146.730484
31.173
Townsville City
Townsville (RWY 01)
GP
-19.2552
146.764603
4.237
Townsville City
Townsville
DVOR
-19.24419
146.75809
7.969
Townsville City
Clevedon Tx site
HF
-19.351059
147.018485
0
Townsville City
Cape Pallarenda Tx site
HF
-19.201612
146.768142
0
Townsville City
Cape Pallarenda Tx site
HF
-19.200025
146.768584
0
Townsville City
Townsville
DME
-19.244209
146.758231
10.199
Townsville City
Townsville (RWY 01)
LOC
-19.235209
146.775626
3.669
Townsville City
Townsville
NDB
-19.246958
146.762289
3.519
Townsville City
Also includes aviation facilities
associated with RAAF Base
Townsville—contact DoD
Whitsunday Regional
Proserpine
DVOR
-20.496878
148.55297
27.085
Whitsunday Regional
Collinsville
CVOR
-20.591317
147.785119
166.338
Whitsunday Regional
Hamilton Island
CVOR
-20.351169
148.955881
188.726
Whitsunday Regional
Hamilton Island
DME
-20.351169
148.955881
191.726
Whitsunday Regional
Proserpine
DME
-20.496861
148.552827
29.425
Whitsunday Regional
Bowen
NDB
-20.021194
148.21525
5.721
Whitsunday Regional
Proserpine
NDB
-20.489267
148.559317
17.272
Whitsunday Regional
VOR site VOR Hill Hamilton Island
VHF
-20.351169
148.955881
0
Whitsunday Regional
Airservices VHF tower compound
Proserpine Airport Proserpine
VHF
-20.490733
148.555439
0
Whitsunday Regional
Hamilton Island SGS
SGS
-20.35
148.95
0
Winton Shire
Winton
NDB
-22.36525
143.083828
190.831
40
APPENDIX 3
Appendix 3: Building restricted areas for aviation
facilities (communication)
Satellite ground station (SGS)
SGS antennas should have clear line of site 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 degrees for any site in Australia.
If it is likely that a proposed development will infringe
these requirements or AS3516.3–1991, details of the
proposal should be sent to Airservices Australia for
technical assessment.
HF communication facilities
HF transmit site
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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).
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.
41
APPENDIX 3
HF receive site
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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
No requirements. Airservices Australia
from the centre of the HF receive antenna and the should be advised of proposals for
development will not cross the zone boundary.
large obstructions.
General guidance:
• Substantial structures are generally limited within 100 m of the antenna.
42
APPENDIX 3
VHF communication facilities
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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).
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.
No requirements. Airservices Australia
should be advised of proposals for
large obstructions.
Area of interest
If development is located between 600–2000 m
from the VHF antenna.
No requirements. Airservices Australia
should be advised of proposals for
large obstructions.
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.
43
APPENDIX 3
Building restricted areas for aviation facilities (navigation)
Non directional beacon (NDB)
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
44
APPENDIX 3
Distance measuring equipment (DME)
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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 collocated with a very high frequency omni-directional range (VOR), localiser or glide path facility,
the building restricted area of the collocated facility should be used as the DME building restricted area.
45
APPENDIX 3
Conventional very high frequency omni-directional range (CVOR)
Ground-mounted CVOR
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
46
APPENDIX 3
Elevated counterpoise CVOR
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of
the SPP code.
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.
47
APPENDIX 3
Doppler very high frequency omni-directional range (DVOR)
Ground-mounted DVOR
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
48
APPENDIX 3
Elevated counterpoise DVOR/VHR omni-range
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
49
APPENDIX 3
Instrument landing system (ILS)
Middle and outer marker beacon
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
50
APPENDIX 3
Glide path
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
51
52
APPENDIX 3
APPENDIX 3
Localiser
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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.
53
APPENDIX 3
Building restricted areas for aviation facilities (surveillance)
Automatic dependent surveillance-broadcast (ADS-B) and wide area multilateration (WAM)
Building restricted area
Description
Action required
Zone A (A1)
If development is located:
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
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. t he 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.
All applications must be referred to
Airservices Australia for assessment.
Applications should be assessed
against the relevant provisions of the
SPP code.
No requirements. Airservices Australia
should be advised of proposals for
large obstructions.
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.
54
APPENDIX 3
Primary and Secondary Surveillance Radar (PSR and SSR)
Building restricted area
Description
Action required
Zone A
If development is located:
All applications must be referred to
Airservices Australia for assessment.
a. within 500 m of the antenna
AND
b. above a horizontal plane located 4 m below
the base of the antenna.
Zone B
If development is located:
All applications must be referred to
Airservices Australia for assessment.
a. w
ithin 4000 m of the antenna
AND
b. t he 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:
All applications must be referred to
Airservices Australia for assessment.
a. w
ithin 15 km of the antenna
AND
b. t he 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.
Zone A
500 m ••
500 m
4m
Elevation
Plan
Not To Scale
55
APPENDIX 3
Zone B
4000 m
4000 m
500 m
8m
Plan
4m
0.5 degrees
Critical Zone
Elevation
Not To Scale
Area of interest
15000 m
15000 m
0.25 degrees
Plan
Elevation
Not to Scale
56
APPENDIX 4
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
• 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 www.infrastructure.gov.au/aviation/
environmental/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 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
• 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.
– Guideline B: Executive summary
57
APPENDIX 4
Windshear
Public safety areas
The 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 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 nationallyconsistent 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.
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.
58
APPENDIX 5
Appendix 5: Guidance on development
assessment processes
Part A: Applications affecting
operation airspace of a strategic
airport
Proponents 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 activities
Step 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.
59
60
IDAS
development
application
lodged
Application stage
Airport Manager
Australian Government
Local Government
Australian Government agency
assessments and decisions for
controlled activities under the
Airports Act 1996
are not bound or aligned to IDAS
timeframes.
Australian Government - Department of
Infrastructure and Regional Development
(DIRD) approval for a
controlled activity should be attained at
an early stage of the development
application process
(ideally before lodgement)
Note
An approval under the
Sustainable Planning Act 2009 does not
guarantee an approval under the
Airport Act 2006
Pre-lodgement
discussions
between CASA,
AsA, local
government and
the Applicant are
encouraged to
occur prior to the
start of the IDAS
process.
Pre-lodgement stage
Should an Assessment Manager require
policy advice during this process the
Department of Transport and Main Roads
can provide assistance.
Once received from Applicant
the controlled activity
application material is referred
onto CASA and AsA for
assessment and advice.
The Airport Manager confirms
with local government and
applicant the requirement for
Australian Government
assessment, and the need for
a controlled activity
application to be
lodged under the
Airports Act 1996.
Airport Manager
combines responses
from CASA, AsA and
local government
and forwards to DIRD
Application is assessed by
AsA under the
Airspace Act 2007
Application is assessed by
CASA under the
Civil Aviation Act 1988
DIRD combine the advice and
responses from CASA and
AsA and makes a decision in
accordance with the
Airports Act 1996.
DIRD provides
controlled activity
decision to Applicant
and a copy to local
government
Assessment
Manager makes
decision on IDAS
development
application
Assessment stage
This part of the process may vary, depending upon the proposed long or short term
(less than 3-months) intrusions into prescribed airspace
Assessment Manager
provides IDAS assessment
comments to the Airport
Manager
Assessment Manager
notifies Airport Manager of
the triggered development
application, that could
constitute a controlled
activity under
the Airports Act 1996.
Information and referral stage
the Prescribed Airspace of a Leased Federal airport
How a proposed development application (an associated activity) will be assessed, if there is an intention to intrude into
How a proposed development application (an associated activity) will be assessed, if there is an intention to intrude into
the Prescribed Airspace of a Leased Federal airport
Airports Act 1996/
Sustainable Planning Act 2009
Civil Aviation Act 1988/ Airspace Act 2007
APPENDIX 5
APPENDIX 5
Defence airfields approval processes
Step 3
Step 1
On receipt of an application for approval under the DACR,
DoD will assess the proposal for impacts on aviation safety
and defence operations.
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).
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.
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.
61
62
Department of Defence (DoD)
Local Government
DoD assessment processes are not
bound or aligned with IDAS
timeframes.
DOD approval at an early stage of
the process for development or
activities that trigger assessment
under the D(AC)R and Defence Act
1903, is highly recommended.
IDAS
development
application
lodged
Application stage
An approval under the Sustainable
Planning Act 2009 does not
guarantee a DoD approval under
the D(AC)R and Defence Act 1903
Pre-lodgement
discussions
between DoD,
Local Government
and the Applicant
are encouraged to
occur prior to the
start of the IDAS
process.
Pre-lodgement stage
Should an Assessment Manager require
policy advice during this process the
Department of Transport and Main Roads
can provide assistance.
Development application is then
assessed and either approved or
refused by DoD under the Defence
Act 1903
DoD provide decision
and response to
Applicant and
Assessment Manager
Department of Defence will also provide third party advice in respect to lighting
design, wildlife hazards and building attenuation requirements in addressing
aircraft noise.
Assessment Manager
provides IDAS assessment
comments to DoD
Assessment Manager
notifies DoD of the triggered
development application,
that requires either
assessment in accordance
witt the D(AC)R or advice
Information and referral stage
Assessment
Manager makes
decision on IDAS
application
Assessment stage
How a development proposal (and associated activity) will be assessed, should the proposal exceed Height Restriction Zone limits.
How a development proposal (and associated activity) will be assessed, should the proposal exceed Height Restriction
Zone limits
Sustainable Planning Act 2009
Defence Act 1903 and
Defence (Areas Control) Regulations 1989
APPENDIX 5
APPENDIX 5
Other strategic airports
Step 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.
63
64
Advice or CASA Preliminary
Screening for plumes rise are highly
recommended before IDAS
timeframes commence. !"
Airport Manager
Australian Government
Local Government
Application stage
IDAS
Application
Lodged
CASA and Airservices Australia
processes are not bound or aligned
to IDAS timeframes.
Pre-lodgement
discussions
between CASA,
AsA and Local
Government are
encouraged to
occur prior to the
start of the IDAS
process.
Pre-lodgement stage
Application is assessed by
AsA under the
Airspace Act 2007
Application is assessed by
CASA under the
Civil Aviation Act 1988
Airport Manager
provides combined
response to Local
Government
Should an Assessment Manager require
policy advice during this process the
Department of Transport and Main Roads
can provide assistance.
Assessment
Manager makes
decision on IDAS
application
Assessment stage
This process may vary, dependant upon the type and length of time of the proposed the intrusion
The Airport Manager refers the
development application to
CASA and AsA for assessment
Assessment Manager is
required to notify the Airport
Manager of Development
Application that constitutes
an intrusion into operational
airspace
Information and referral stage
intrude into the obstacle limitation surface of an ‘Other’ Strategic Airport
How a development proposal (and associated activity) will be assessed, if there is an intention to intrude into the
How a of
development
(andAirport
associated activity) will be assessed, if there is an intention to
obstacle limitation surface
an ‘Other’proposal
Strategic
Sustainable Planning Act 2009
Civil Aviation Act 1988 / Airspace Act 2007
APPENDIX 5
65
Airport Manager
Australian Government
Local Government
Pre-lodgement
discussions
between AsA and/
or DoD and Local
Government, and
the Applicant are
encouraged to
occur prior to the
start of the IDAS
process.
Pre-lodgement stage
IDAS
development
application
lodged
Application stage
DoD provide decision
and response to
Applicant, Airport
Manager and
Assessment Manager
AsA provide decision
and response to
Applicant, Airport
Manager and
Assessment Manager
This process may vary, dependant upon the type and length of time of the proposed intrusion.
Development application is
assessed and either approved or
refused by the Department of
Defence under the Defence Act 1903
Assessment
Manager makes
decision on IDAS
application
Assessment stage
Should an Assessment Manager require
policy advice during this process the
Department of Transport and Main Roads
can provide assistance.
Application is assessed by
AsA under the
Airspace Act 2007
The Assessment Manager may also
request advice from the Airport
Manager
Scenario 2 Assessment Manager notifies DoD that
there is an infringement into the Building
Restricted Area for an on or off-airport
military aviation facility
Scenario 1 Assessment Manager notifies AsA that there
is an infringement into the Building
Restricted Area for an aviation facility
Information and referral stage
aviation facilities - Building Restricted Area will be assessed for potential adverse impacts
How a proposed development (and associated activity) located within an
How a proposed development (and associated activity) located within an aviation facilities – Building Restricted Area will
be assessed for potential adverse impacts
Sustainable Planning Act 2009
Defence Act 1903 and
Airspace Act 2007
APPENDIX 5
APPENDIX 6
Appendix 6: Guidance on agency roles and
contact information
Role of airport manager
Role of state government
The 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.
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 airport manager is responsible for:
• reviewing local planning instruments and amendments
to ensure that the state interest has been appropriately
reflected in the instrument
• undertaking a preliminary assessment of development
applications referred by local government for potential
impacts on the safety and efficiency of airport operations
• 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
• 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.
In the context of plan making and development assessment
for the state interest—strategic airports and aviation
facilities, the Queensland Government is responsible for:
• ensuring the SPP Interactive Mapping System includes
up-to-date mapping layers for aviation matters.
Role of Australian Government
The 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
66
APPENDIX 6
• 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
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
– 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
• endorsing ANEF contours for airports.
• 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.
Civil Aviation Safety Authority
Department of Defence
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 Australianadministered 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.
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
obstruction-free airspace surrounding military airfields.
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.
67
APPENDIX 6
Table C—Sources of information and advice
Agency
Advice
Queensland Department of Transport and Main
Implementing and interpreting the SPP and reflecting the SPP in a
Roads (TMR)
planning instrument.
07 3066 1552
Email: planningpolicyandlegislation@tmr.qld.gov.au
Queensland Department of State Development,
Infrastructure and Planning (DSDIP)
Reflecting 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 Australia
Airports 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 Group
02 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 5750
ais.charting@defence.gov.au
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.
68
APPENDIX 6
Table D—Contact information for airport managers
Airport manager
Position
Address
Phone
Army Aviation Centre
Oakey
Director General Estate Planning
Defence Support and Reform Group
Department of Defence
PO Box 7925
Canberra DC ACT 2610
02 6266 8005
Archerfield Airport
General Manager
Archerfield Airport
Airside Application
PO Box 747 Archerfield
QLD 4108
07 3275 8011
PO Box 61
Hamilton
Central Brisbane
QLD 4007
07 3406 3047
Operations and Technical Officer
Brisbane Airport
Corporation
Head of Airport Development
07 3275 8012
07 3406 3169
07 3406 3161
Planning Manager
11 The Circuit, Airport Village,
Brisbane Airport QLD 4008
Bundaberg Airport
Airport Operations Coordinator
C/o Bundaberg Regional
Council
PO Box 3130
Bundaberg QLD 4670
1300 883 699
07 4130 4825
Cairns Airport
NQA General Manager Property
Development Cairns Airport
PO Box 57
Airport Administration Centre
Cairns Airport
QLD 4870
07 4080 6721
Emerald Airport
Airport Operations Controller
PO Box 21
Emerald QLD 4720
07 4980 4941
Senior Airport Reporting Officer
07 3406 3011
1300 242 686
Gladstone Airport
(Gladstone Airport
Corporation)
Chief Executive Officer
PO Box 7200
Kin Kora QLD 4680
07 4977 8801
07 4977 8800
Gold Coast Airport
(Coolangatta)
(Queensland Airports
Ltd)
Manager Operations and Standards
PO Box 112
Coolangatta QLD 4225
07 5589 1192
Hamilton Island Airport
(Great Barrier Reef
Airport Pty Ltd)
Airport Manager
PO Box 201
Hamilton Island QLD 4803
07 4948 9319
PO Box 1943
Hervey Bay
QLD 4655
07 4194 8101
(direct line)
Airport administration office
07 4946 8615
Airport safety officer
Hervey Bay Airport
Executive Manager – Corporate Business
Airport Technical Officer
(backup contact)
07 4194 8113
69
APPENDIX 6
Airport manager
Position
Address
Phone
Horn Island Airport
Operator
PO Box 171
Thursday Island
QLD 4875
07 4069 1336
Airport Manager
07 4069 1314
0429 691 314
Longreach Airport
(Queensland Airports
Ltd)
Airport Manager
PO Box 503
Longreach
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
Tablelands Regional Council
PO Box 154
Mareeba
QLD 4880
Ph 07 4043 4100
Locked Bag 4
Dysart
0467 761 076
Aerodrome Reporting Officer
Moranbah Airport
Airport owner
BHP Mitsubishi Alliance
Ph 07 40434656
Principal Airport Operator
Mount Isa
(Queensland Airports
Ltd)
Asset Services Manager
PO Box 2305
Mount Isa QLD 4825
07 4743 4598
Northern Peninsula
(Bamaga)
General Manager
Bamaga Airport
Airport Road
Bamaga QLD 4876
PO Box 200
Bamaga QLD 4876
07 4090 4100
(Council)
Proserpine Airport
Airport Operations Manager
PO Box 104
Proserpine QLD 4800
07 4945 5510
Rockhampton Airport
Manager
Rockhampton Airport,
Rockhampton Regional
Council
PO Box 1860
Rockhampton
QLD 4700
07 4936 8017
Roma
Maranoa Regional Council
PO Box 42 Mitchell
1300 007 662
RAAF Base Amberley
Director General Estate Planning
Defence Support and Reform Group
Department of Defence
PO Box 7925
Canberra DC ACT 2610
02 6266 8005
RAAF Base Scherger
Director General Estate Planning
Defence Support and Reform Group
Department of Defence
PO Box 7925
Canberra DC ACT 2610
02 6266 8005
70
APPENDIX 6
Airport manager
Position
Address
Phone
RAAF Base Townsville
Director General Estate Planning
Defence Support and Reform Group
Department of Defence
PO Box 7925
Canberra DC ACT 2610
02 6266 8005
Sunshine Coast Airport
Airport Operations Manager
Locked Bag 72
SCMC
QLD 4560
07 5453 1527
General Manager
Friendship Avenue
Marcoola
QLD 4564
07 5453 1500
Toowoomba Airport
Airport Manager
PO Box 3021
Village Fair
Toowoomba
QLD 4350
07 4688 6729
Townsville Airport
(Queensland Airports
Ltd)
General Manager
PO Box 7636
Garbutt QLD 4814
07 4727 3211
Asset Services Manager
Stinson Ave (cnr Halifax St)
Garbutt QLD 4814
Airport owner—Rio Tinto
PO Box 514
Weipa QLD 4874
Airport Manager
PO Box 1027
Weipa QLD 4874
Weipa Airport
07 4069 7289
71
State Planning Policy
PO Box 15009 City East Qld 4002 Australia
tel 13 QGOV email SPP@dsdip.qld.gov.au
www.dsdip.qld.gov.au