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Hobart International Airport Major Development Plan

Contents Page

Executive Summary 1

1 Introduction 3 1.1 Project overview and background 3 1.2 Aircraft Code 4 1.3 Project Proponent 7 1.4 Report Structure 7

2 Project description 9 2.1 Project rationale and objectives 9 2.2 Location of proposed development 13 2.3 Proposed design 13 2.4 Construction methodology 24 2.5 Project staging and timing 25

3 Legislative context 27 3.1 Introduction 27 3.2 Consistency with Commonwealth legislation 27 3.3 Consistency with Airport Lease 32 3.4 National Airports Safeguarding Framework 33 3.5 Consistency with Airport Master Plan 34 3.6 Consistency with Airport Environment Strategy 37 3.7 Consistency with State and Local Government Planning 38

4 Assessment methodology 47 4.1 Assessment scope 47 4.2 Assessment technique 47

5 Assessment of impacts and proposed mitigation measures 50 5.1 Introduction 50 5.2 Resource use 52 5.3 Land use 53 5.4 Geology and soils 56 5.5 Surface and groundwater 63 5.6 Biodiversity 66 5.7 Cultural Heritage 73 5.8 Air Quality 74 5.9 Aircraft Noise 79 5.10 Ground-based noise 93


5.11 Hazardous materials 95 5.12 Traffic and transport 96 5.13 Social 105 5.14 Economy and employment 108 5.15 Visual Impact Assessment 115 5.16 Aviation safety 125 5.17 Services 133

6 Impact Summary 136

7 Consultation 143 7.1 Informal consultation 144 7.2 Formal pre-release consultation 145 7.3 Formal public comment period consultation 145

8 Conclusion 147

9 References 148 Tables Table 1: Aerodrome Reference Code 4 Table 2: The Project’s compliance with Section 91 of the Airports Act 28 Table 3: Significance Criteria 47 Table 4: Background air quality levels for key pollutants at Hobart 74 Table 5: Worst-case scenario air quality level assessment 76 Table 6: Results of assessment for operational air quality impacts contributed by road traffic emissions 76 Table 7: Noise modelling comparisons 79 Table 8: Forecast fixed wing aircraft movements 82 Table 9: Current network two-way peak hour volumes 97 Table 10: Traffic growth rates 97 Table 11: Holyman Avenue / Gatty Street Intersection Operations 101 Table 12: Grueber Avenue / Holyman Avenue Change of Priority Intersection Options 102 Table 13: Grueber Avenue / Holyman Roundabout Intersection Options 103 Table 14: Summary of potential construction impacts with mitigation measures 136 Table 15: Summary of potential operational impacts with mitigation measures 139 Table 16: Legislated and non-legislation engagement activities 142


Figures Figure 1: Hobart Airport and Surrounds 6 Figure 2: Range curves for existing and future scenarios for a B787 with a viable payload 11 Figure 3: Project Elements 16 Figure 4: Terrain model of dunes to the south of the runway, with red area representing the footprint of sand to be lowered 19 Figure 5: Potential conflict between flight path and Surf Road vehicles 22 Figure 6: Statutory Regulatory Framework Overview 39 Figure 7: Clarence Planning Scheme 2007 Airport buffer overlay (Sheets 13 and 14) 43 Figure 8: Excerpt from Clarence Draft Interim Planning Scheme 2014 map, showing the airport land unzoned. 45 Figure 9: Existing land uses 53 Figure 10: Mapping of potential ASS (extracted from Land Information System Tasmania, 2015) 58 Figure 11: Environmental Significant areas 66 Figure 12: Vegetation significance within Environmentally Significant areas 67 Figure 13: Arrivals flight tracks with and without runway extension 80 Figure 14: Departures flight tracks with and without extended runway 81 Figure 15: ANEC, 2014 without Runway Extension and 2016 with Runway Extension 84 Figure 16: ANEC, 2035 without Runway Extension and 2035 with Runway Extension 85 Figure 17: N70, 2014 Existing Runway and 2016 with Runway Extension 86 Figure 18: N70, 2035 with Runway Extension and 2035 without Runway Extension 87 Figure 19: N60 Daytime, 2014 Existing Runway and 2016 with Runway Extension 88 Figure 20: N60 Daytime, 2035 with Runway Extension and 2035 without Runway Extension 89 Figure 21: N60 Night time, 2014 existing runway and 2016 with Runway Extension 90 Figure 22: N60 Night time, 2035 with Runway Extension and without Runway Extension 91 Figure 23: Existing road network 96 Figure 24: Future road network 99 Figure 25: Tasmanian GSP deviations, $m (medium scenario) 111 Figure 26: Tasmanian employment deviations (medium scenario) due to runway extension over a 20 year period 111 Figure 27: Airport Runway Extension Project Evaluation 113 Figure 28: Airside montage before and after runway extension works 117 Figure 29: Montage of dune ridge system before and after modification 120


Figure 30: Montage of Seven Mile Beach and Barilla Bay, with and without the project 123 Figure 31: Splay angles 127 Figure 32: Current and proposed OLS comparison 130 Figure 33: Current and proposed PANSOPS comparison 131 Appendices

Appendix A EPBC Act Referral


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Executive Summary The 2015 Master Plan outlines and reflects Hobart Airport's vision for growth and the delivery of strategic infrastructure to meet demand and better connect Tasmania with the rest of Australia and the world. This Major Development Plan (MDP) is consistent with the 2015 Master Plan.

As the Hobart and Tasmanian community continue to grow so will the demand for air transport for both passengers and freight. Since its privatisation in 1998 Hobart Airport has grown from 856,000 to 2.1 million passengers per year. By 2020 we are expecting to welcome an additional half a million passengers per year and more than four and a half million per year by 2035.

To be able to support the growth of the Tasmanian economy and meet the expectations of our passengers and partners, Hobart Airport will undertake two transformative projects over the next five year period. These projects will significantly redefine the airport and provide new economic opportunities for the State.

The construction of a 500m runway extension will enable direct flights from Tasmania to South-East Asia for passenger and freight opportunities and allow for expansion of current Antarctic operations. Secondly, the redevelopment of the airport's passenger terminal will offer an improved experience for airport visitors and cater for projected growth.

These projects have national significance as they will enable operation of direct flights to Asia for tourism, the export of time sensitive products (including key produce exports) and will enable increased logistic opportunities for Antarctic operations for both Australia and other Nations operating research programs in East Antarctica.

This MDP is for the first of these projects, the construction of a 500m runway extension increasing the runway length to 2,751m, associated relocation of navigational aids (Navaids), extension of high intensity approach lighting (HIAL), construction of jet blast walls, closure of Surf Road and construction of Grueber Avenue and a new apron (if undertaken by HIAPL concurrently with the works as described above) with capacity for a single Code E or up to two Code C aircraft.

The extension of the Hobart Airport runway by 500m has been enabled by funding assistance of $38 million from the Australian Government with the balance of the project budget being contributed by the owners of Hobart Airport. The extended runway opens up new possibilities to enhance Tasmania’s and Australia’s intercontinental air transport system and is important enabling infrastructure for Tasmania.

The increase in runway length will enable heavier and larger aircraft to take-off from Hobart and travel further distances than the current runway length allows.

This will create a number of opportunities for Hobart Airport to increase its important role in the Tasmanian economy. In particular it will foster growth in three key sectors of the Tasmanian economy:


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International tourism;

Freight; and

The Antarctic sector.

The runway will also enable other functions such as improved air sea rescue ranges, or southern ocean monitoring operations from Hobart.

An assessment of the potential impacts on the physical, biological, cultural and social environments of the project area has been undertaken and the likely impacts resulting of construction and operational activities, the proposed mitigation measures and residual impacts have been documented in this MDP.


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1 Introduction

1.1 Project overview and background Operated by Hobart International Airport Pty Ltd (HIAPL), Hobart Airport is the ninth busiest airport in Australia and the busiest airport in Tasmania. It is the principal aviation gateway to the city of Hobart and the southern Tasmanian region and a critical piece of State infrastructure.

The airport (as shown in Figure 1) has operated on the same site for nearly 60 years and is strategically located to serve many of the fastest growing residential and business areas in Tasmania and the greater Hobart area.

Hobart Airport is a key economic hub for Tasmania and a site of employment for more than 731 full time staff. During the past five years Hobart Airport has experienced one of the highest growth rates by any airport not supporting mining operations and in 2014 the Airport delivered a direct and indirect economic contribution to the State of Tasmania of $142.5M.

Hobart is Australia’s Antarctic ‘Gateway’ and a global Gateway to the East Antarctic. Hobart is the location of the world’s largest single concentration of Antarctic and Southern Ocean research, as well as co-located logistics operations. Hobart Airport is the base for the Australian Antarctic Division’s aviation operations. The development of Hobart Airport’s infrastructure to support future Antarctic operations of Australian and other Antarctic programs is essential for the growth of this important sector.

The 2015 Master Plan presents the forecast passenger growth over the next 20 years to the year 2035 and the facilities required to accommodate this growth, with a focus on the developments required over the next five years. Key components of the 2015 Master Plan are the proposed runway extension and terminal expansion to cater for forecast passenger growth, facilitate direct flights from South East Asia for passengers and freight and servicing of the Antarctic Sector.

An Exposure Draft MDP (edMDP) was submitted to the Department of Infrastructure and Regional Development (DIRD) in June 2015 with formal public consultation being undertaken on a preliminary version of this Draft MDP in late 2015. A Draft MDP addressed comments from the community and regulatory agencies based on this consultation and was approved by DIRD in April 2016

The airport has a single runway system, Runway 12/30. This runway is 2,251 metres long and is served by two taxiways. These in turn are linked by additional taxiways to apron areas to the east and south of the terminal.

The Runway Extension Project (the Project), that is the subject of this MDP, consists of a 500m runway extension increasing the runway length to 2,751m, associated relocation of navigational aids (Navaids), reconfiguration of high intensity approach lighting (HIAL), construction of jet blast walls, closure of Surf Road and construction of Grueber Avenue and a new apron (if undertaken by


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HIAPL concurrently with the works as described above) with capacity for a single Code E or up to two Code C aircraft.

The existing 45m wide runway pavement will be extended by 150m on the northern end and 350m on the southern end.

It is anticipated that the construction period could take between one and half to two years. This could be impacted by staging and sequencing associated with the relocating of key navigational aids, which will be undertaken by Airservices Australia. Further detail on the Project is provided in Section 2, including proposed design, construction methodology and likely project staging.

1.2 Aircraft Code The Civil Aviation Safety Authority (CASA) Manual of Standards 139 (MOS139) provides standards and requirements as well as general guidance on the planning, design, operation and maintenance of airports in Australia. MOS139 specifies the Aerodrome Reference Code for individual airports in terms of performance capability and size of aircraft which use that airport. Generally speaking, the higher Code numbers and letters designate larger aircraft and accordingly larger aerodrome infrastructure to accommodate them.

The Aerodrome Reference Code comprises two components where:

The first component is a number (1 to 4) that denotes the aeroplane reference field length, equivalent to the runway length required on take-off; and

The second component is a letter (A to F) related to the aeroplane’s physical dimensions in terms of wingspan and outer main wheel span.

Table 1 below describes the Aerodrome Reference Code in terms of these components.

Table 1: Aerodrome Reference Code

Code element 1 Code element 2

Code Number

Aeroplane reference field length

Code letter

Wing span Outer main gear wheel span*

1 Less than 800m A Up to but not including 15m

Up to but not including 4.5m

2 800m up to but not including 1200m

B 15m up to but not including 24m

4.5m up to but not including 6m

3 1200m up to but not including 1800m

C 24m up to but not including 36m

6m up to but not including 9m

4 1800m and over D 36m up to but not including 52m


E 52m up to but not including 65m


F 65m up to but not including 80m

14m 9m up to but not including 14m 16m

* Distance between the outside edges of the main gear wheels


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Throughout this report, the use of aircraft codes and specific types are mentioned. The table below provides a summary of relevant aircraft discussed in this report, and their associated codes.

Aircraft Code

Airbus 319, 320, 321C C

Boeing 737, 737-800 C

Airbus 330, 330-200, 330-300 E

Boeing 777, 777-200, 777-300 E

Boeing 787, 787-900 E

Boeing 747-400 E

Boeing 767 E

Boeing C17 Globemaster E


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Figure 1: Hobart Airport and Surrounds


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1.3 Project Proponent Hobart Airport was privatised in June 1998, with HIAPL entering into a 99-year land lease with the Commonwealth Government (50 years plus a 49 year option). HIAPL bought the improvements and the business at that time.

The Hobart Airport has been operated by HIAPL since 1998, originally with a mix of international and local owners, but under full State ownership from 2004 as component part of Tasmanian Ports Corporation Pty Ltd (Tasports). In 2007, the State Government of Tasmania took the decision to sell HIAPL to its current owners.

Since January 2008, HIAPL has been owned by the Tasmanian Gateway Consortium - this consortium comprises Macquarie Global Infrastructure Fund III, a Macquarie-managed unlisted infrastructure fund with a 50.1 percent interest in Tasmanian Gateway Consortium, and Retirement Benefits Fund Board, a Tasmanian superannuation fund with a 49.9 percent interest in Tasmanian Gateway Consortium.

Under the terms of the land lease, HIAPL is mandated to operate the airport, to effect capital improvements in accordance with the Airport Master Plan, protect the environment and maintain the Airport in good repair.

Under the Airports Act 1996, HIAPL is an “airport-lessee company” and the Proponent for this project.

Hobart International Airport Pty Ltd

6 Hinkler Rd Hobart International Airport Cambridge Tasmania Australia 7170

The contact for this Major Development Plan is

Will Davies Project Director 02 6216 1600 [email protected]

1.4 Report Structure Executive Summary;

Chapter 1 – Introduction;

Chapter 2 – Project Description;

Chapter 3 – Legislative context, examining consistency with planning and policy requirements;

Chapter 4 – Documents the assessment methodology;

Chapter 5 – Assesses the impacts of both the construction and operation of the project and proposes mitigation measures where relevant. The assessment is

mailto:[email protected]


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completed for a range of elements such as biodiversity, geology and soils, surface water and groundwater etc.;

Chapter 6 – Summary of the impacts and mitigation measures discussed in previous section, which provides an outline of the information which is anticipated to be provided in a future Construction Environment Management Plan (CEMP);

Chapter 7 - Details the consultation and approval process; and

Chapter 8 – Conclusion.


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2 Project description

2.1 Project rationale and objectives The extension of the Hobart Airport runway by 500m is a transformative development that opens up new possibilities to enhance Tasmania's and Australia's intercontinental air transport system and is important enabling infrastructure for Tasmania.

The increase in runway length would enable direct flights from Tasmania to South-East Asia for passenger and freight opportunities and allow for improved operational flexibility and the further development of Antarctic aviation programs.

This will create a number of opportunities for Hobart Airport to increase its important role in the Tasmanian economy. In particular it will foster growth in three key sectors of the Tasmanian economy, the Antarctic sector, freight and international tourism. The runway will also enable other functions such as improved air sea rescue ranges, or southern ocean monitoring operations from Hobart.

2.1.1 Development objectives HIAPL's primary objectives for undertaking of the runway extension development are to:

Provide suitable runway length to enable a range of aircraft to service South East Asia for freight and passenger services and better service East Antarctica;

Develop Hobart as Australia's Antarctic Gateway; and

Increase the aircraft mix and payloads that can safely land and take-off from Hobart Airport.

2.1.2 Meeting the needs of civil aviation users of Hobart Airport

This project is part of the Australian Government’s economic growth plan for Tasmania and provides opportunities for direct flights for passengers and cargo to South-East Asia - an important market for Tasmania’s primary producers and tourism industry. This project has been enabled by funding assistance of $38 million from the Australian Government, with the balance of the project budget being contributed by the owners of Hobart Airport. The 2015 Master Plan forecasts international passenger flights between Hobart and South-Asia commencing from 2019 after the completion of the runway extension and then showing steady growth for this market, with initial forecasting showing that flights would occur primarily during the summer months. HIAPL considers that the extension of the runway is critical to meeting these market needs.


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An aircraft's take-off length is typically more critical than landing length for runway operations in determining the ability of an airport to support a destination utilising that aircraft. Given this, HIAPL has assessed the capacity of its current runway and undertaken calculations on the range and its ability to cater for long distance flights. These calculations show that the current runway length of 2,251m at Hobart Airport is adequate for take-off on direct flights to:

The furthest domestic sectors of Darwin, Cairns and Perth by Boeing 737-800 and Airbus A320 operated by the current operators to and from Hobart; and

International sectors such as New Zealand also by Boeing 737-800 and Airbus A320.

For the large Code E aircraft, such as the Airbus A330, Boeing 787 and 777 aircraft to operate to destinations further than mentioned above from the existing runway length of 2,251m, the airlines have to substantially reduce their payload and fuel or make a refuelling stop, limiting the destinations that can be reached. These restrictions make the destination of Hobart impractical and economically unviable for larger aircraft. The increase in runway length will enable these heavier and larger aircraft to take-off from Hobart and travel further distances than the current runway length allows, opening up tourism and freight opportunities linked to direct flights to South-East Asia.

The 500m additional length of runway proposed at Hobart has a considerable impact on the range of the wide-bodied aircraft and considerably expands the destinations that can be reached by these aircraft, particularly the more modern aircraft such as the B777-300 and B787-900. Figure 2 shows the existing (yellow) and future (blue) range of a B787 with a viable payload.

A more detailed assessment of the impacts of the project on civil aviation users of the airport is contained in Section 5.17.2.


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Figure 2: Range curves for existing and future scenarios for a B787 with a viable payload

Further, Hobart is the hub of Australia’s Antarctic Program. That Program currently operates an Airlink to Wilkins Runway using an Airbus 319 aircraft as the main transport aircraft to Australia’s Antarctic territory.

In 2014 the Australian Government developed a 20 Year Australian Antarctic Strategic Plan. This important plan was undertaken by Dr Tony Press and is known as the Press Report. This report strongly advocates Australia taking a lead role in Antarctica.

The relevant points of the report for Tasmania are:

Coordinated Commonwealth and State priorities for infrastructure investment and development, especially in port facilities (including wharf and fuel infrastructure) and the completion of the extension of the Hobart Airport runway;

Building training and education capabilities in Antarctic-related areas of Antarctic law, policy and governance; logistics; field training; trades training; science, technology and innovation; and Antarctic meteorology; and

Developing stronger links with industry to encourage innovation and participation of businesses in the Antarctic sector.


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The report put forward a number of key recommendations, Recommendation 3 and 23 are of specific importance to Hobart Airport and are noted below.

Recommendation 3: Australia should build on its development of ground-breaking inter-continental air transport by exploring capabilities including those that were previously unavailable, including:

Options for Intra-continental air transport to link with the direct flights from Hobart to Wilkins Aerodrome;

The viability of flying ski-equipped aircraft directly from Australia to Antarctica, or other direct flight options;

Assessing the long-term viability of the Wilkins Aerodrome; and

The option of regular heavy-lift aircraft flights from the extended Hobart Airport runway to Wilkins Aerodrome or elsewhere in Antarctica.

Recommendation 23: The Australian and Tasmanian Governments should work together to build Tasmania’s capacity to be a leading global gateway to East Antarctica.

In addition to Australia’s Antarctic programme there are a number of other nations that have or are currently developing larger scientific research facilities in East Antarctica including; China, India, Korea and Russia.

The runway extension will allow these recommendations to be met and provide flexibility in how nations service their Antarctic programs. For example being able to accommodate large heavy lift aircraft such as a Boeing C-17 Globemaster III or the like is important to support future Antarctic operations. The C-17 requires a runway length of 2,360m for day operations and 2,316m for night operations to fly with a full payload to the Wilkins Runway in East Antarctic.

Design Intent

The design for the runway extension is driven by HIAPL's development objectives, with the goal of expanding Hobart Airport’s capability to better cater for Code E aircraft and allow for most flights to have no major restrictions on payload.

In summary, the intention driving design is to improve the capability of the runway and the apron parking so that B777-300 aircraft and other modern wide-bodied aircraft such the A330-200, A330-300 and B787-900 can use the runway with minimal restrictions to payload on medium range international routes. New apron parking has been designed for larger aircraft to minimise impact on airport operations.

Although the B747-400 aircraft has been the design aircraft for Hobart Airport for the last 30 years, including the 2004 and 2009 Master Plans, the reality has been that the runway is not long enough to practically accommodate the B747-400,


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A330 or most wide-bodied aircraft with a reasonable payload for the desirable destinations.

The intention is to ensure that the runway is suited to a B787 as the B747-400 is being gradually retired from airline fleets. The B787, or equivalent, is considered to be the largest aircraft likely to fly future international or domestic Regular Public Transport (RPT) operations to or from Hobart.

2.2 Location of proposed development Hobart Airport is located 17 kilometres east of Hobart, in the City of Clarence and occupies approximately 565 hectares of land. The Airport is served by arterial roads linking it to the centre of Hobart and, via the regional highway network, to other locations in the State.

The Airport has operated on the same site for nearly 60 years and is strategically located to serve many of the fastest growing residential areas in the greater Hobart area. The Airport’s location, between the waterways of Barilla Bay and Frederick Henry Bay, has minimised adverse community noise impacts due to water bodies at both runway ends, open space to the east and due to the fact that to date it is situated away from higher density residential areas

The airport’s single runway, Runway 12/30 is 2,251 metres long and is served by two taxiways. These in turn are linked by additional taxiways to apron areas to the east and south of the terminal. The airport has a combined domestic and international terminal, with car parking and ground transport located to the west of the terminal.

2.3 Proposed design Design Parameters

The runway extension and the new apron will be designed in accordance with the Civil Aviation Safety Authority (CASA)’s Manual of Standards (MOS) Part 139. Specifically, the runway extension will be designed for Code 4E utilising instruments on precision approach during Category I visibility conditions. The procedure design for the airspace will be based on the International Civil Aviation Organisation (ICAO) standard for aircraft performance class of Category D.

The new apron will be designed primarily to park a single generic Code E aircraft or a heavy lift aircraft. The apron will also be able to cater for two generic Code C aircraft. Aircraft will move under their own power on both arrival and departure; therefore no assistance will be required from tugs upon departure from their parking position.

Scope of the Project

The Runway 12/30 is to be extended by 500m comprising of the following elements and is shown in Figure 3:

North extension of runway by 150m;


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South extension of runway by 350m;

Displacement of the threshold on Runway 12 (north) from extended threshold by 79m;

New 60m clearway at each end of the Runway;

Relocation of the 90m Runway End Safety Area (RESA) on both ends to accommodate the extended runway pavements;

Reconfiguration of high intensity approach lighting (HIAL) at northern end; Drainage for runway extension;

Removal of terrain obstacles infringing the airspace surfaces (specifically the modification of the dune system to the south of the runway);

Provision of services to facilitate existing or future services around the construction areas (such as ducting);

Jet blast protection at both ends of the extended runway and apron;

Closure of Surf Road, with new footpath and cycleway to the south of the airfield;

Construction of Grueber Avenue, connecting Holyman Avenue and Surf Road;

Establishment of a reservation to accommodate the Tangara trail; Realignment of airside boundary fence, and the airside boundary road; Relocation of Precision Approach Path Indicators (PAPIs); Extension of runway edge lighting; and Relocation of Illuminated Wind Direction Indicators (IWDIs).

If a new apron is to be constructed (concurrently with the other works) for a single Code E aircraft on a power-in and power-out basis comprising of the following elements:

Parking facility for Code E aircraft; A new high strength pavement; New low strength shoulder pavement and airside road; Earthworks and subgrade preparation; Drainage for apron; Apron flood lighting; Airfield lighting; and Service access.

Airservices Australia will relocate some of the existing navigation aids and service equipment to facilitate the construction works and enable the extended runway to operate to its intended capacity. This equipment includes:

Relocating Doppler VHF Omnidirectional Radio Range (DVOR);


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Relocation of Instrument Landing System (ILS) localiser at south end of runway;

Relocation of ILS Glidepath and northern end of runway.


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Figure 3: Project Elements


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2.3.1 Detailed project description Runway Pavement Extension

The existing 45m wide runway pavement will be extended in length by 150m on the northern end and 350m on the southern end. In addition, the existing turning nodes at the ends of the current runway will be relocated to the new extended runway ends and expanded. This will permit the larger aircraft to undertake a 180 degree turn at moderate speed and backtrack along the runway for arriving aircraft, or take-off for departing aircraft.

The turning nodes will be 85m wide to accommodate the large turning circle of wide-bodied aircraft. This expansion will minimise the time that the aircraft is occupying the runway and so maximise the safety of runway operations.

Paved and sealed shoulders of 5m width will be provided on the two sides of the runway extension and on the two ends of the runway. These shoulders will:

Support the unlikely excursion of an aircraft;

Support vehicles on the runway inspection and training exercises of Aircraft Rescue and Fire Fighting Services (ARFFS) and Airport’s operations officers; and

Prevent erosion of the runway strip surfaces from jet blast, water runoff and wind.

The main pavement, including the turning nodes, will comprise of a considerable depth of crushed rock and a surface course of high quality asphalt or concrete. The main pavement will be slot grooved to aid water run-off and improve the friction characteristics of the runway, especially during wet weather. The shoulders will also be a moderate depth of crushed rock and an asphalt or concrete surface course. These pavements will be similar in quality and texture to the current pavement and so no discernible difference in ride will be detected by the aircraft’s crew and passengers.

Clearway and RESA Relocations

For compliance with MOS Part 139 standard, both ends of the extended runway will have a 60m long by 45m wide clearway within the runway strip, and a 90m long by 90m wide RESA immediately beyond the runway strip. The proposed RESA length dimension of 90m is the minimum length for compliance with the standard. The multiple constraints of the Airport lease boundaries, Tasman Highway position, the Pitt Water shoreline to the north and the shoreline and dunes of Fredrick Henry Bay to the south are major barriers to a practical development of larger RESA length. Hobart Airport will liaise with CASA on the engineering form of the RESA surface for the objective of enhancing aircraft deceleration.

Relocation of the Runway 12 Approach Lighting and Services

The existing HIAL on Runway 12 (north) will be realigned with the 79m displaced threshold to achieve a compliant lighting facility. The lighting system


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will be extended further into Barilla Bay with the existing footings being reused and only minimal additional footings to be constructed. A gantry or similar structure is intended to be used to support lights so as to minimise the footings that are required.

Removal of Terrain Obstacles

The scope of work includes the lowering a portion of the land side sand dune between Surf Road and Fredrick Henry Bay to provide the airspace on approach to the extended Runway 30 and take-off on Runway 12. A portion of the sand dune adjacent to Surf Road will be lowered to ensure it does not penetrate the obstacle limitation surface (OLS). The extent of reshaping is dictated by the approach gradient along with the take-off divergence splay limit and approach divergence splay limit. The application of these limits ensures the regulated separation distances are maintained between aircraft and obstacles. The dune will be lowered for approximately 450m along Surf Road to match the profile of the required airspace and has been altered previously for this purpose.


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Figure 4: Terrain model of dunes to the south of the runway, with red area representing the footprint of sand to be lowered


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Airfield Ground Lighting

The airfield ground lighting reconfiguration works comprises of the following:

Relocation of the existing edge lighting to ensure compliant spacing relative to the new threshold and end locations;

New or relocated lighting for the extended sections of the runway, which will comprise of edge and runway end lights;

Alteration of control equipment, electrical supply and control cabling in a pit and duct system reticulating around the runway from the exiting Airfield Lighting Equipment Room (ALER);

Relocation of the two Illuminated Wind Direction Indicators (IWDIs) to match the relocated thresholds;

New apron flood lighting to service Code E parking apron; and

New taxiway lighting providing guidance to aircraft tracking to positions on the new Code E parking apron during night time operations between the apron and the existing taxiway.

Provision of Service Routes and Relocations

Ducting for electrical and communications cabling will be provided on the perimeter of the runway strip to house both the relocated existing services away from the extended runway strip and new cabling for airfield lighting, navigational aids, PAPIs etc.

Jet Blast Protection

Walling is likely to be required adjacent to the airside boundary fence along the Tasman Highway and along the Southern airside fence for approximately 80m, to provide protection from the effects of blast from jet engines, particularly at the beginning of aircraft take-off. The wall will be approximately 3m high, a sufficient height to disturb the blast stream and deflect it upwards and of a sufficient strength to withstand the high energy exhaust from jet engines.

A jet blast wall of similar dimensions will also be installed at the new apron, along the airside perimeter road, to protect vehicles, equipment and people from aircraft during parking breakaway thrust.

Services, Visual and Navigation Aids Relocations for the Runway Extension

The navigational aids that will need to be repositioned to accommodate the extended runway configuration are:

The Glidepath facility for Runway 12, as the first part of the ILS for this runway. The Glidepath sits approximately 300m along the runway from the allotted threshold and sends an inclined signal to the aircraft along the correct approach inclination path or angle;

The Localiser facility for Runway 12, as the second part of the ILS for this runway. The Localiser sits at least 130m behind the end of the runway and


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sends an straight line signal to the aircraft along the centreline of the correct approach;

The DVOR that currently sits on the south-eastern end of the runway and would infringe the airspace for the 350m extended runway on this end. In consultation with AsA, this will be repositioned to a less prominent position to the east of the runway.

On the southern end of the runway, the airside road and boundary fencing may be repositioned away from the extended runway and the relocated localiser, so that operational vehicles do not interfere with the localiser or infringe the airspace surfaces.

Road Relocations

Closure of Surf Road

The extension of the runway will bring aircraft closer to Surf Road, which operates under an easement across Airport land, as they land and take off. A vehicle travelling on Surf Road could breach the required regulated separation distance between an aircraft and an obstacle (see Figure 5). As such, the section of Surf Road along the southern end of the runway will need to close to traffic.

The southern end of Surf Road adjacent to the runway will be permanently closed to vehicles. This section of roadway – which currently lies between two gates – is part of Hobart Airport. This road will be relocated further south and converted to a pedestrian / cycle track and bridle path.


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Figure 5: Potential conflict between flight path and Surf Road vehicles


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Grueber Avenue

Grueber Avenue is a new road that will be constructed to run from Surf Road through to the Tasman Highway along the western side of the Airport. Grueber Avenue will provide the community at Seven Mile Beach with continued access to the Tasman Highway. It will also provide access to the proposed Clarence City recreational grounds just to the west of the Airfield when developed. This will benefit the local Seven Mile Beach community by:

Allowing convenient access to a wider population catchment via the Tasman Highway;

Limiting traffic through the Seven Mile Beach settlement; and

Limiting impacts on residential amenity.

There are two alignment options identified in Figure 2. Option 2 is contained entirely within the airport boundary, while Option 1 (the preferred alignment) would require the acquisition of some land from Llanherne Golf Course. Option 1 has been developed in consultation with neighbours of Hobart Airport, including Llanherne Golf Course. This option offers a more direct route between Hobart Airport and Surf Road, and would not require future realignment. It offers better access for neighbours of the airport, and is considered superior from a road safety perspective. The impacts associated with Option 1 are addressed in this MDP; however Option 2 exists if it is not possible to progress with Option 1.

HIAPL has meet with Clarence City Council (CCC) to discuss the technical element of Grueber Avenue. They have agreed that the design will be in accordance with CCC's technical requirements. Design Consultant will design the road in accordance with the Local Government Association of Tasmania (LGAT) and the Institute of Public Works Engineering Australia (IPWEA) Standard Drawings, relevant State Growth Specifications and Standard Drawings, and in accordance with the Austroads Design Guidelines.

HIAPL will undertake the maintenance responsibilities for the section of road that falls within the Commonwealth lease. As the section to the south will be designed and constructed in accordance with CCC road design standards, in the future CCC can assume responsibility of the maintenance.

Construction of Grueber Avenue will require clearing of vegetation on the freehold land. This is addressed further in Section 5.6 Biodiversity.

Tangara Trail

The Tangara Trail is a recreational trail which extends from Five Mile Beach in the north, to Lauderdale, and south to Mortimer Bay and South Arm. A reservation to provide for the future extension of the trail will be accommodated in general alignment of Grueber Avenue.

Apron Parking

The new separate apron will provide a single bay up to Code E aircraft or, if not being utilised by the Code E aircraft, two bays up to Code C aircraft. The aircraft


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will manoeuvre onto the parking bay(s) under their own power and will vacate the bay(s) also under their own power.

The walking distance from the new apron to the arrivals area is approximately 200 – 250m, the same distance from the arrivals area to current bay 5. The new walkways being installed will match the existing walkways. While there is no allowance for a covered walkway as part of this project, there are future proposals to provide cover for walkways as part of the terminal upgrade.

The new apron will be positioned to the immediate north-west of the current apron and comprise a high-strength rigid pavement of approximately 19,400m2 area, as well as low strength shoulder pavement, airside road area of approximately 6,200m2 and some allowance for ground service equipment (GSE) parking.

As the area is low-lying and flat, large piped drains may be required to facilitate drainage. Security and vehicle access to and around the apron will be a key design objective. The apron will require services for utilities such as fuel, communications, lighting and firefighting.

Capacity of New Runway

The analysis of the international demand to and from Hobart shows 16 movements per annum of Code E passenger aircraft will occur in 2017, and grow to 89 movements per annum in 2035. As noted, due to the length of the existing runway, it is not commercially conducive to airlines to schedule any Code E aircraft services, despite the passenger demand for this service, as the penalties on payload are currently too great.

The increased length of the runway at Hobart will considerably expand the destinations that can be reached by wide-bodied aircraft, particularly the more modern aircraft such as the B777-300 and B787-900.

Based on Hobart Airport’s Busy Hour Forecast Update (August 2014), the RPT aircraft movements will double from the current 16,000 annual movements to 32,000 annual movements over the next 20 years and represents a four percent average compound growth rate. Based on an analysis of likely new services, the peak demand during the busy hour is likely to increase at this same compound growth rate. As such, during the busy hour in 2035, the runway will need to handle 22 movements at its peak. This is 10 percent above its current peak of 20 movements per hour and so further expansion of the taxiway system will be required in the future, to reduce the runway occupancy time by allowing entry to and egress from the runway strip at the threshold end.

2.4 Construction methodology

2.4.1 Temporary works Displaced Thresholds / Runway Ends

The construction equipment on the work sites at the two ends of the main runway will need to stay below the Obstacle Limitation Surface (OLS) and Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) surfaces to ensure


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adequate clearance between the height of the equipment and aircraft on critical approach and take-off operations. Displacement of the thresholds and runway ends will be required for works within 360m of the existing runway thresholds/ends. This will transfer the aircraft operations along the runway and so further away from the work site. Displacement over 300m requires approval from CASA.

The displacement of the threshold is a normal technique of closing an end of a runway and has proven to be a safe method of allowing operations and construction works to co-exist. It is also regulated by CASA and ICAO as an acceptable safe means of managing construction and emergency situations. In the case of the Hobart Airport works, the safest measure is a permanent (24 hours per day) displacement for the full construction period for a set stage of the extension works. This would involve two threshold displacements (north and south) at separate times.

The displaced threshold entails the following works:

Line marking of the displaced thresholds, approaches, touchdown zones and removal of the existing similar lines;

Threshold end and edge lights so that the displaced threshold is compliant during operations including during low visibility operations;

Temporary PAPIs giving the pilot the correct visual cues for the correct angle of approach to the displaced threshold and amended touchdown areas;

Existing PAPIs would be decommissioned and relocated; and

Amendment of published distances in the Aerodrome Information Package during times of displacement by way of Notice to Airmen (NOTAM).

Security

The Office of Transport Security has advised their Victorian Office will engage with HIAPL prior to the construction phase to ensure that all security related matters are addressed. This will include access controls to works areas, possible airside boundary changes and special event zones if required.

Hobart Airport will review the operating environment in line with the project. The security risk assessment within the Transport Security Program will be reviewed, and alterations will be made as assessed appropriate, in consultation with the Airport Security Committee.

2.5 Project staging and timing

2.5.1 Staging The works will be staged to minimise disruption to normal runway operations and address safety considerations of working adjacent to an operational runway. Works undertaken at both ends of the runway simultaneously under displaced thresholds would shorten the runway by approximately 700m, therefore rendering the runway impracticable for almost all of the operations.


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As such, the staging is proposed to be sequenced so that the south runway extension would precede the works on the north extension. This is intended to minimise impacts by allowing the maximum possible runway length to be available for operations. As the northern extension is shorter and less complex, it is anticipated that the relevant construction period for this part of the works will be shorter. Assuming that the works are staged as currently anticipated, completion of the southern extension will allow an extra 350m of runway length to be opened for operations, reducing the impacts of shortening the northern end of the runway during the extension works.

Staging of the works will also be dependent on the carrying out of works by Airservices Australia to relocate navigational aids at Hobart Airport which will include the DVOR, Rwy30 DME, ILS (including the Glidepath and Localiser, and TASWAM which is co-located in the Localiser utility hut) and the associated support infrastructure.

It is anticipated that staging requirements will be finalised during the further detailed design of the works and further discussions with Airservices Australia.

2.5.2 Construction Hours It is anticipated that most of the runway extension and apron works will be constructed during normal working hours for the construction industry. As such, most of the construction activities are expected to be carried out in parallel with normal runway and apron operations.

However, some construction activities will require access to operational areas, such as the runway strip, and operational facilities such as the runway lighting system may need to be temporarily decommissioned to allow construction work to be safely undertaken. These works may need to occur outside of the normal operational hours of Hobart Airport i.e. during the night and early morning.

The intent is that the construction activities will work around the current aircraft operational requirements. The nearest sensitive receptors such as residential homes, commercial buildings, and community facilities are located at a distance of approximately 1 to 2.5km from the Hobart Airport Terminal and are unlikely to be disturbed by construction noise impacts. This is addressed further in Section 5.10.

Hobart Airport will use a range of communication channels including its website, media releases, community notifications and other stakeholder forums to provide timely information about the airport construction, operations and plans. A communications strategy is being developed for the construction phase of this project.


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3 Legislative context

3.1 Introduction This section of the MDP provides an assessment of the proposal against applicable Commonwealth and Tasmanian Government legislative, regulatory and policy requirements.

Each federally leased airport (including Hobart), must carry out major airport developments in accordance with a MDP approved under the Airports Act 1996 (Airports Act). The purposes of a MDP is to establish the details of a major airport development that:

Relates to the airport; and

Are consistent with the airport lease for the airport and the final Master Plan for the airport.

3.2 Consistency with Commonwealth legislation

3.2.1 Airports Act 1996 Hobart Airport is subject to Commonwealth legislation to regulate its own operations and those of other businesses located on the Airport. The Airports Act is the primary legislative instrument and governs planning, operation and development on the Airport. The Airports Act outlines the requirements for core regulated or joint user airports.

The Airports Act 1996 provides the basis for the operation and development of Hobart Airport. Importantly, the Airports Act 1996 establishes the primacy of the use of land for the delivery of aviation activities.

In accordance with the Airports Act, a MDP must be prepared where a major airport development is proposed. There are a number of triggers listed in the Airports Act, and, regardless of the trigger, the requirement for the preparation of a MDP is the same. Section 89 of the Act defines a major development to include extending the length of a runway.

Pursuant to Section 91, a key assessment criterion for a MDP is whether or not the development is consistent with the final Approved Master Plan. This is addressed in Section 3.4 below.

The information requirements of a MDP and the associated public consultation process are described in Part 5, Division 4 of the Airports Act. Section 91 of the Airports Act specifies the contents of a MDP.


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Table 2 below outlines the Proposed Development's compliance against the requirements of Section 91 of the Airports Act.


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Table 2: The Project’s compliance with Section 91 of the Airports Act

Section Requirement Location in this document

Airports Act 1996

S91(1A) The purpose of the MDP is to establish details of a major airport development that relates to the airport and is consistent with the airport’s lease and final master plan

Section 3.1

Section 3.3

Section 3.5

s91(1)(a) The airport-lessee company’s objectives for the development

Section 2.1

s91(1)(b) The airport-lessee company’s assessment of the extent to which the future needs of civil aviation users of the airport, and other users of the airport, will be met by the development

Section 2.1.2

s91(1)(c) A detailed outline of the development Section 2.2 Section 2.3

Section 2.5

s91(1)(ca) Whether or not the development is consistent with the airport lease for the airport

Section 3.3

s91(1)(d) If a final master plan for the airport is in force—whether or not the development is consistent with the final master plan

Section 3.5

s91(1)(e) If the development could affect noise exposure levels at the airport—the effect that the development would be likely to have on those levels

Section 5.9.2

s91(1)(ea) If the development could affect flight paths at the airport—the effect that the development would be likely to have on those flight paths

Section 5.9

Section 5.16.6

s91(1)(f) The airport-lessee company’s plans, developed following consultations with the airlines that use the airport, local government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Defence Department, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels

Section 5.9

Chapter 7

s91(1)(g) An outline of the approvals that the airport-lessee company, or any other person, has sought, is seeking or proposes to seek under Division 5 or Part 12 in respect of elements of the development

Section 3.2.2

Section 5.16.6

s91(1)(ga)(i) The likely effect of the proposed developments that are set out in the major development plan, or the draft of the major development plan, on traffic flows at the airport and surrounding the airport

Section 5.12

s91(1)(ga)(ii) The likely effect of the proposed developments that are set out in the major development plan, or the draft of the major development plan on employment levels at the airport

Section 5.14.3


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s91(1)(ga)(iii) The likely effect of the proposed developments that are set out in the major development plan, or the draft of the major development plan, on the local and regional economy and community, including an analysis of how the proposed developments fit within the local planning schemes for commercial and retail development in the adjacent area

Section 3.7 and

Section 5.14

s91(1)(h) The airport-lessee company’s assessment of the environmental impacts that might reasonably be expected to be associated with the development

Section 5.6.2

Section 5.15

Chapter 6

Appendix A

s91(1)(j) The airport-lessee company’s plans for dealing with the environmental impacts mentioned in paragraph (h) (including plans for ameliorating or preventing environmental impacts)

Section 5.6.3

Section 5.15

Chapter 6

s91(1)(k) If the plan relates to a sensitive development—the exceptional circumstances that the airport-lessee company claims will justify the development of the sensitive development at the airport

N/A

s91(3) The regulations may provide that, in specifying a particular objective, assessment, outline or other matter covered by subsection (1), a major development plan, or a draft of such a plan, must address such things as are specified in the regulations Regulation 5.04: For subsection 91 (3) of the Act, a major development plan must address the obligations of the airport-lessee company as sublessor under any sublease of the airport site concerned, and the rights of the sublessee under any such sublease, including: any obligation that has passed to the relevant airport-lessee company under subsection 22 (2) of the Act or subsection 26 (2) of the Transitional Act; or any interest to which the relevant airport lease is subject under subsection 22 (3) of the Act, or subsection 26 (3) of the Transitional Act

Section 3.5.4

s91(4) In specifying a particular objective or proposal covered by paragraph (1)(a), (c) or (ga), a major development plan, or a draft of a major development plan, must address: the extent (if any) of consistency with planning schemes in force under a law of the State in which the airport is located; and if the major development plan is not consistent with those planning schemes—the justification for the inconsistencies

Section 3.7

s91(6) In developing plans referred to in paragraph (l)(f), an airport-lessee company must have regard to Australian Standard AS 2021—2000 (“Acoustics—Aircraft noise intrusion—Building siting and construction”) as in force or existing at that time

Section 5.9

Airports Regulations 1997


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r5.04 For subsection 91 (3) of the Act, a major development plan must address the obligations of the airport-lessee company as sublessor under any sublease of the airport site concerned, and the rights of the sublessee under any such sublease, including: any obligation that has passed to the relevant airport-lessee company under subsection 22 (2) of the Act or subsection 26 (2) of the Transitional Act; or any interest to which the relevant airport lease is subject under subsection 22 (3) of the Act, or subsection 26 (3) of the Transitional Act

Section 3.5.4

3.2.2 Airports (Building Control) Regulations 1996 Pending approval of the proposed development, all designs, plans and specifications will then require the approval of the Airport Building Controller and endorsement by the Airport Environment Officer (AEO) in accordance with the Airports Act and associated Airports (Building Control) Regulations 1996.

3.2.3 Airports (Environmental Protection) Regulations 1997 The Airport (Environment Protection) Regulations 1997 provide the overarching environmental legislation for airports in Australia. The objectives of the Regulations are:

To establish a Commonwealth system of regulation and accountability for activities at airports, particularly where those activities have the potential to generate pollution or excessive noise;

To encourage continual improvement in environmental management practices for activities undertaken at airport sites.

The Regulations are supported and encouraged by the Commonwealth appointed AEO for individual airports.

All activities undertaken on the Hobart Airport site must comply with the Airports (Environment Protection) Regulations 1997. With this in mind, a Construction Environmental Management Plan (CEMP) will be developed and implemented during the construction phase and an Operational Environmental Management Plan (OEMP) during subsequent operation. Chapter 5 of this MDP provides further information on these Environmental Management Plans.

3.2.4 Environmental Protection and Biodiversity Conservation Act 1999

Hobart Airport must comply with the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). This legislation is particularly relevant to the proposed development due to its requirements for managing significant flora and fauna species.


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The works associated with the proposed project include an area outside of the site covered by HIAPL’s airport lease. Specifically, the northern runway extension will require the relocation of the Airport’s approach lights in Barilla Bay, which sits outside the airport site to the northwest. Barilla Bay is a Ramsar wetland, and as such an EPBC referral regarding the placement of poles for approach lights in Barilla was submitted to the State and Commonwealth Department of Environment (DoE) as required by the EPBC Act. The EPBC referral noted that no significant impacts were identified as a result of this project or the works in the Barilla Bay area. The impacts of the HIAL will be assessed by the DoE as part of this MDP. The EPBC Referral has been reproduced in full in Appendix A. This will enable the environmental impact of the project to be assessed holistically.

Chapter 5 of this MDP sets out the environmental matters relevant to the proposed development.

3.3 Consistency with Airport Lease This proposed development is consistent with the provisions of the Head Lease held by HIAPL under the Airports Act.

Under Clause 13.1 of the Airport Lease, HIAPL is required to develop the Airport Site at its own cost and expense having regard to:

a) The actual and anticipated future growth in, and pattern of, traffic demand for the Airport site;

b) The quality standards reasonably expected of such an Airport in Australia; and c) Good Business Practice.

Amongst other things, the proposed development:

Provides for the use of the Airport Site as an Airport as per Clause 3.1 (a) (iv) of the Airport Head Lease;

Is for a lawful purpose and does not breach legislation as per Clause 3.1 (a) (iv);

Maintains the environment of the Airport in accordance with Clause 6.2;

Complies with all legislation relating to the Airport site and its structures or use or occupation in accordance with Clause 7.1;

Will be undertaken in such a way as to maintain runways, taxiways, pavements and all parts of the airport essential for safe access by air transport to a standard no less than the standard at the commencement of the Lease, consistent with Clause 9.2;

Has regard the actual and anticipated future growth in, and pattern of, traffic demand for the Airport site, in accordance with Clause 13.1(a) (and as set out in Section 5.12); and

Will be to quality and standards reasonably expected of an airport in Australia and is being developed in accordance with good business practice, in accordance with Clauses 13.1(b) and 13.1(c).


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3.4 National Airports Safeguarding Framework Airports are of significant social and economic importance to local and State economies especially so for an island state such as Tasmania. Conflict with off Airport activities is a growing issue for many Australian airports.

The Australian Government recognises that responsibility for land use planning rests primarily with State, Territory and Local Governments, but that a National approach can assist in improving planning outcomes on and near airports and under flight paths.

Accordingly a National Airports Safeguarding Framework (NASF) has been developed to provide guidance on planning requirements for development that affects aviation operations. This includes building activity around airports that might penetrate operational airspace and/or affect navigational procedures for aircraft (Commonwealth Department of Infrastructure and Regional Development (DIRD), October 2014).

NASF was developed by the National Airports Safeguarding Advisory Group, which includes representatives from Commonwealth Infrastructure and Defence departments and aviation agencies; State and Territory planning and transport departments, and the Australian Local Government Association. The Tasmanian Government is a signatory to and has officially endorsed NASF and associated guidelines.

NASF consists of:

Principles for National Airports Safeguarding Framework; Guideline A: Managing Aircraft Noise; Guideline B: Managing Building-Generated Windshear; Guideline C: Managing Wildlife Strike Risk; Guideline D: Managing Wind Turbine Risk to Aircraft; Guideline E: Managing Pilot Lighting Distraction; and Guideline F: Managing Protected Airspace Intrusion.

The aim of NASF is to:

Enhance the current and future safety, viability and growth of aviation operations at Australian airports;

Support and enable the implementation of best practice in relation to land use assessment and decision making in the vicinity of airports to support the safe and efficient operation of airports;

Improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning decisions;

Improve community amenity by minimising noise sensitive developments near airports, including through the use of additional noise metrics; and

Improve aircraft noise-disclosure mechanisms.


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Out of these stated purposes, the relevant Federal, State (including Tasmania) and Territory Governments developed the following NASF Principles to be adopted in each relevant jurisdiction:

The safety, efficiency and operational integrity of airports should be protected by all governments, recognising their economic, defence and social significance;

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

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

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

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

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

NASF and the above principles are intended to be applied and incorporated into relevant planning schemes over time and provide guidance to state, local and territory governments which can in turn be used to guide assessment and approvals for land use and development on and around identified airports.

Hobart Airport has been fortunate to have avoided conflict with surrounding land use and development, with the consequence that its curfew-free status has been maintained. However increasing residential development pressure in the City of Clarence and Sorell municipality highlights the need for Local and State Government to continue having regard to NASF.

3.5 Consistency with Airport Master Plan

3.5.1 Background Under the Airports Act, HIAPL is required to prepare and publish an Airport Master Plan every five years. Master Plans for Hobart Airport have been prepared and approved by the Minister in 1999, 2004 and 2009. Permission was granted to delay the publication of the next Master Plan until 2015 to allow it to align with this Major Development Plan.

In accordance with requirements of the Airports Act, the Master Plan establishes long term planning objectives for Hobart Airport and provides a framework to guide appropriate aeronautical and non-aeronautical development.

Under the Airports Act, an MDP cannot be approved unless it is consistent with the Master Plan in force at the time. At the time of publication of this Draft MDP, the Approved Master Plan in force for Hobart Airport is the 2015 Hobart Airport Master Plan.

The 2015 Master Plan expressly contemplates the runway extension proposal in this MDP (see in particular sections 4.2.1 and 7.6 of the 2015 Master Plan, and


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more generally Chapters 5, 11 and 12 of the 2015 Master Plan). In light of this and as detailed below, this MDP is clearly consistent with the 2015 Master Plan.

3.5.2 2015 Master Plan The 2015 Master Plan defines a physical layout for the Airport for the next 20 years (2015 to 2035), allocating future Airport land usage based on an assessment of present and forecast aviation activities, the environment, other demands and wider community expectations.

In accordance with the Airports Act, the 2015 Master Plan provides the framework for Airport development for a period of 20 years up to 2035 - the forecast planning period. In that Plan, reference is also made to the initial forecast period. This is a reference to the five year period from 2015 to 2020, when the Plan is again due for review. The Environment Strategy (Chapter 13) relates to a period of five years.

As noted, a key component of the 2015 Master Plan is the proposed runway extension and terminal expansion to cater for forecast passenger growth, facilitate direct flights from South-East Asia for passengers and freight and to service the Antarctic Sector. The 2015 Master Plan sets out the scope of this project and how its implementation aligns with the overall development objectives, land use zones and airport site uses proposed for Hobart Airport.

The development proposed in this MDP is consistent with the 2015 Master Plan. In particular:

The scope of the project is consistent with the description of the project as set out in Section 7.6 of the 2015 Master Plan;

The extension project will take place in the Runway Precinct of the Airport Site as set out in Section 4.2.1 of the 2015 Master Plan. The 2015 Master Plan specifically provides for the following projects to occurring within three years of the approval of the 2015 Master Plan, subject to approval of this MDP:

Extension of the runway by 500m (150m to the northern end and 350m to the southern end);

The development of a new large aircraft apron to the northern end of the existing passenger apron;

The alteration and relocation of Airservices Australia equipment; and The closure of Surf Road to vehicle traffic. The final alignment of Grueber Avenue may be slightly different to the

2015 Master Plan. This is the result of consultation with private land owners in establishing an alignment that delivers the safest outcome and best meets the needs of all potential road users.

The runway extension project has been developed having regard to the aircraft forecasts set out in Chapter 5 of the 2015 Master Plan, and these forecasts, in turn, contemplate the extension of the runway;

Chapter 11 of the 2015 Master Plan sets out the PANS-OPS that are likely to result from the runway extension development; and


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Chapter 12 of the 2015 Master Plan sets out the potential noise profile of the runway extension including providing ANEC, N70, N60 scenarios for 2035 with the runway extension taken into account.

3.5.3 Pre-existing interests and obligations Section 91(3) of the Airports Act and Regulation 5.04 of the Airports Regulations require a MDP to address the obligations of the airport-lessee company as sub-lessor under any sub-lease of the airport site concerned, and the rights of the sub-lessee under any such sub-lease.

As referenced in the 2105 Master Plan:

"The leases on the Airport in existence prior to 11 June 1998 and still current are:

Airservices Australia Facilities - Control Tower, Fire Station and Car Park, Radio/Electrical Maintenance Workshop, Gym/SAR Store, Fire Training Ground, DVOR/DME, Localiser, Glidepath, SGS, Course Bars and Markers; and

Bureau of Meteorology - Main Building, Instrument Site (west), Instrument Site (east – Anemometer).

Since the last Master Plan, HIAPL has negotiated the lease of the Qantas Domestic Terminal Lease (DTL) and Aircraft Waste Facility. HIAPL now operate these facilities.

The Master Plan fully recognises the operation of these leases, and is to no detriment to the operation of the leases."

HIAPL has agreed with the Bureau of Meteorology that the proposed development will affect the operation of instruments in the area to the west of the northern side of the runway (i.e. part of the Runway Precinct in the 2015 Master Plan). The impact of this will be managed between HIAPL and the Bureau of Meteorology by allowing for adequate time for new instruments to be established at the east site and a sufficient overlap of operation of the two sites to confirm continuity of records. The Bureau of Meteorology has been advised of the proposed project and is in working towards moving the impacted equipment.

The runway extension will also impact Airservices Australia equipment, which will be relocated in conjunction with Airservices Australia as part of the project. Consultation is ongoing with Airservices Australia to ensure efficient and consistent approach to this task. The leases between HIAPL and Airservices Australia that relate to the relocated Airservices Australia equipment will be amended between HIAPL and Airservices Australia to reflect the relevant locational changes.

To the best of HIAPL’s knowledge only the following may represent interests for the purposes of the Regulations:

Surf Road easement;

A pipeline easement along the Tasman Highway boundary; and


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Existence of the following trunk and other services: Telstra East Coast and Seven Mile Beach optic fibres; Telstra incoming optic fibre to Customs Kennel; Aurora optic fibre along Holyman Avenue; Water re-use inbound and outbound lines along Holyman Avenue; Airservices Australia – numerous communications; Incoming high voltage at airport metering point (Aurora); Incoming high voltage along Pittwater Road; and Numerous Aurora poles and associated assets.

The Development is of no detriment to continuation of the level of accommodation provided for these interests prior to 11 June 1998, with the exception of Surf Road. A benefitting easement exists on Surf Road. As noted in Section 2.3.1 of this MDP, the proposed project is expected to impact this easement and require the closure of Surf Road to vehicular traffic. Notwithstanding this, this MDP provides for a pedestrian and cycleway bypass to be built adjacent to Surf Road to maintain non-vehicular access and for a new road (Grueber Avenue) to be constructed to link Holyman Avenue to Surf Road, and provide continued access to the Tasman Highway for the Seven Mile Beach community.

Sinclair Creek flows across the Airport. The TasWater Wastewater Treatment Plant relies on Sinclair Creek for acceptance of treated wastewater in certain circumstances under the Environment Protection Notice governing its operation. No other interests associated with this water course have been identified by title or any other searching. The interest in this watercourse will not be affected by the Project. Access to the TasWater Wastewater Treatment Plant will be maintained.

Proclamation under Section 9A and 52A of the State Roads and Jetties Act 1935, registered 24 June 1997 has the following effects:

Section 9A provides that the Governor may, by proclamation, declare – (a) the intended new line of a State highway or subsidiary road; or (b) the intended line of a new State highway or subsidiary road; and

Section 52A provides that the Governor may, by proclamation, declare any State highway or subsidiary road, or part thereof to be a "limited access road". A proclamation under this section may be combined with a proclamation under section 9A.

Based on its consultations with State Government agencies, HIAPL is not aware of any potential declarations that would affect the Project.

Public consultation, title and other searching in preparation of the 2015 Master Plan have identified no other interests and so there are no other interests to the best of HIAPL’s knowledge.

3.6 Consistency with Airport Environment Strategy Hobart Airport has an Airport Environment Strategy that provides a long-term strategic vision for Hobart Airport and its interaction with the environment.


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The key objectives of the Airport Environment Strategy are to summarise the Airport’s environmental approach to management of environmental values. The environmental values outlined within the Airport Environment Strategy are:

Heritage – Aboriginal and Historic;

Biodiversity – Vegetation communities and Threatened Species;

Air Quality;

Water Quality – Surface and Groundwater;

Soil Quality – Contamination;

Energy and Natural Resources – including Climate Change and Greenhouse gas emissions;

Waste Management; and

Noise – Ground based emissions.

The current Environment Strategy was approved July 2013. The 2015 Environment Strategy is expected to be approved as part of the 2015 Master Plan and the MDP is consistent with this Strategy.

3.7 Consistency with State and Local Government Planning

Hobart Airport’s land is owned by the Australian Commonwealth Government. Therefore, pursuant to Section 112 of the Airports Act, new developments are not subject to the statutory State and Local Government planning and environmental approval process.

Any developments at the Airport are controlled through the detailed requirements of the Airports Act, including specific and stringent environmental and building controls, and compliance with the 2015 Master Plan and the Airport Environment Strategy.

At the same time, under section 91(4) of the Airports Act, a Major Development Plan is required to describe the extent of consistency of the major airport development with state and local government planning regimes in force where the airport is located. Therefore these regimes have been considered when developing this MDP. Figure 6 below summarises the statutory and regulatory framework for development of both Commonwealth owned land and that owned by HIAPL, with the Master Plan clearly central to both regimes.

Hobart Airport must also comply with state legislation in the context of:

Effects on State and Local government land use planning and development policies;

Environmental considerations (including aircraft noise, flora, fauna, cultural, heritage, drainage and wastewater issues);

Airport access;


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The provision of telecommunications, water and electricity services; and

Land acquisition.

The State and Local planning context forms the basis of the Hobart Airport Master Plan’s direction and concepts have been consulted in developing the 2015 Master Plan, including the policies, schemes and plans addressed in this Section. HIAPL will be further consulting with these bodies in relation to this MDP, including as set out in Chapter 7.

Consistency of the objectives and the proposed development set out in this MDP and, where any inconsistency is identified, justification for that inconsistency, are addressed in this section.


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Figure 6: Statutory Regulatory Framework Overview


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3.7.1 State Coastal Policy 1996 The State Coastal Policy 1996 (State Coastal Policy) applies the sustainable development objectives of the Resource Management Planning System to Tasmania's coast, and is guided by three main principles:

Natural and cultural values of the coast shall be protected;

The coast shall be used and developed in a sustainable manner; and

Integrated management and protection of the coastal zone is a shared responsibility.

The area to which the Policy is applied is the ‘Coastal Zone’ which is defined under the policy as:

… State waters and to all land to a distance of one kilometre inland from the high-water mark.

The airport land is entirely within the Coastal Zone, as is the area surrounding it.

A number of principles and objectives apply to the airport and the surrounding land that reinforce the strategic importance of the airport, or raise matters that are recognised as being of importance within the coastal zone, notably:

Principles The coast shall be used and developed in a sustainable manner. This principle recognises:

the economic and social values of sea ports and airports, mineral and forest resources, agriculture, marine farming and fisheries to Tasmania, and the legitimate aspirations of individuals and communities for allocation of space and resources in the coastal zone for these activities; (emphasis added)

Outcomes 2. Sustainable Development of Coastal Areas and Resources

2.1. COASTAL USES AND DEVELOPMENT 2.1.1. The coastal zone shall be used and developed in a sustainable manner subject to the objectives, principles and outcomes of this Policy. It is acknowledged that there are conservation reserves and other areas within the coastal zone which will not be available for development (emphasis added) 2.1.6. In determining decisions on use and development in the coastal zone, priority will be given to those which are dependent on a coastal location for spatial, social, economic, cultural or environmental reasons 2.3. TOURISM 2.3.1. Tourism use and development in the coastal zone, including visitor accommodation and other facilities, will be directed to suitable locations based on the objectives, principles and outcomes of this Policy and subject to planning controls. (Emphasis added) 2.5. TRANSPORT 2.5.5. The multiple use of port areas will be encouraged but priority will be given to efficient port operations and safety requirements subject to cultural, natural and aesthetic values not being compromised (emphasis added) 2.6. PUBLIC ACCESS AND SAFETY 2.6.1. The public's common right of access to and along the coast, from both land and water, will be maintained and enhanced where it does not conflict with the protection of natural and cultural coastal values, health and safety and security requirements.


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The proposed runway extension development is consistent with the State Coastal Policy, and recognises the need to balance the strategic economic and social significance of the airport with the public access, sustainability and safety outcomes of the Policy. In planning for the runway extension, provision has been made for the continuation of existing public access rights along the coast from both land and water, together with the protection of natural and cultural coastal values, health and safety and security requirements.

3.7.2 Southern Tasmania Regional Land Use Strategy 2010 – 2035

The Southern Tasmania Regional Land Use Strategy 2010-2035 is a broad policy document that will facilitate and manage change, growth, and development within Southern Tasmania over the next 25 years. The Strategy document contains a vision, strategies and policy statements to implement those strategies. The Strategy is given statutory status under Division 1A of the Land Use Planning Approvals Act 1993. The Strategy is intended to be implemented through planning schemes, and scheme amendments are required to be consistent with the Strategy. The proposals in the 2015 Master Plan are consistent with this strategy.

The Strategy document notes the importance of Hobart Airport to the State, noting in relation to "Strategic Direction 4 - Improving our Economic Infrastructure" that:

"Southern Tasmania is highly dependent upon the State’s three northern ports for exports and imports and Hobart airport for movements of passengers and time sensitive products. Maintaining a strong strategic approach to industrial land with efficient and cost effective intrastate road and rail linkages to and from the sea and airports are vitally important, particularly in this modern era of 24 hour 7 days a week freight logistics."

There are no statements in the Strategy document regarding protection of the operational environment of Hobart International Airport. Notwithstanding this there is a strong strategic and policy context that controls the location and density of future residential and commercial development affecting the areas around the airport.

HIAPL considers that the developments proposed in this MDP are consistent with the Southern Tasmania Regional Land Use Strategy 2010-2035. In particular, HIAPL considers that this development is essential to maintaining Hobart Airport's status as a transport hub in Tasmania to allow for increased movements of passengers and time sensitive products.

3.7.3 State Policy on Water Quality Management 1997 The State Policy on Water Quality Management 1997, also known as the Water Quality Policy, provides a framework for the development of ambient water quality objectives and the management and regulation of point and diffuse sources of emissions to surface waters (including coastal waters) and groundwater.


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The Water Quality Policy was made under section 11 of the State Policies and Projects Act 1993 (Tasmania) and came into effect in September 1997.

The Water Quality Policy applies to all surface waters, including coastal waters, and ground waters, other than:

Privately owned waters that are not accessible to the public and are not connected to, or flow directly into, waters that are accessible to the public; or

Waters in any tank, pipe or cistern. The objectives of the Water Quality Policy include:

Focusing water quality management on the achievement of objectives which will maintain or enhance water quality;

Ensuring that diffuse source and point source pollution does not prejudice the achievement of water quality objectives; and

Ensuring efficien