gold coast airport: proposed ils procedures for arrivals ... · preliminary draft environmental...

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AirservicesAustralia

GoldCoastAirport:ProposedILSProceduresforArrivals,Runway14(PreliminaryDraftEnvironmentalAssessment)

April2015

Preliminary Draft Environmental Assessment –Proposed Gold Coast Airport ILS

1 Gold Coast Airport: Proposed ILS Procedures for Arrivals, Runway 14 (Preliminary Draft Environmental Assessment)

TableofContentsGlossary of terms ................................................................................................................................... 4

Executive Summary .............................................................................................................................. 10

Introduction .......................................................................................................................................... 16

Airservices Australia .......................................................................................................................... 17

Gold Coast Airport ............................................................................................................................ 18

The need for an ILS at Gold Coast Airport .................................................................................... 21

MDP – Gold Coast Airport ............................................................................................................. 21

Traffic Growth ............................................................................................................................... 21

Existing Noise Abatement Procedures .......................................................................................... 22

Options Analysis ................................................................................................................................ 23

Do Nothing .................................................................................................................................... 23

RNP Approach ............................................................................................................................... 23

ILS Southern Approach to Runway 32 .......................................................................................... 24

Summary of Proposed Action .............................................................................................................. 24

The Proposed ILS ............................................................................................................................... 24

The Proposed ILS Flight Paths and Air Traffic Management Procedures ......................................... 27

Proposed Noise Abatement Procedures for Proposed ILS ........................................................... 28

Assessment Assumptions ..................................................................................................................... 29

Total Arrivals ..................................................................................................................................... 29

Usage Rates ................................................................................................................................... 30

Relative Proportions of Jet and Turbo‐Prop Aircraft ........................................................................ 32

Background Noise ............................................................................................................................. 33

Nominated Aircraft Categories and Types ........................................................................................ 34

Nominated Reference Locations ....................................................................................................... 34

Noise Modelling ................................................................................................................................... 37

General Principles ............................................................................................................................. 38

Noise Metric – LAmax ................................................................................................................... 38

Noise Metric – N60 ....................................................................................................................... 39

Noise Metric – N70 ....................................................................................................................... 39

Noise Metric – LAeq ...................................................................................................................... 39

Modelling Threshold Levels .......................................................................................................... 40

Noise Modelling Limitations ......................................................................................................... 42

Population Counts ......................................................................................................................... 43



Natural Environment ........................................................................................................................ 43

CO2 Emissions .................................................................................................................................... 44

Aircraft Operations ........................................................................................................................... 44

Curfew Operations ............................................................................................................................ 47

Preferred Runway ............................................................................................................................. 49

Meteorological Data ......................................................................................................................... 49

Environmental Assessment Findings ................................................................................................... 50

VOR (Existing Flight Paths) ................................................................................................................ 50

Key findings VOR ........................................................................................................................... 50

Noise Modelling ............................................................................................................................ 51

Population ..................................................................................................................................... 60

Final Approach .................................................................................................................................. 62

Key findings Final Approach .......................................................................................................... 62

Noise Modelling ............................................................................................................................ 63

Population ..................................................................................................................................... 81

KEGAN Approach .............................................................................................................................. 83

Key findings KEGAN: ...................................................................................................................... 83

Noise Modelling ............................................................................................................................ 83

Population ..................................................................................................................................... 91

Vectored Approach ........................................................................................................................... 93

Key findings Vectored Approach ................................................................................................... 93

Noise Modelling ............................................................................................................................ 94

Population ................................................................................................................................... 101

Curfew Operations .......................................................................................................................... 102

Key Findings ................................................................................................................................ 102

Noise Modelling .......................................................................................................................... 103

Population ................................................................................................................................... 111

CO2 Emissions .................................................................................................................................. 112

Natural Environment ...................................................................................................................... 113

Study Area ................................................................................................................................... 113

Habitat and Ecosystem ................................................................................................................... 114

Wetlands of International Importance (RAMSAR) .......................................................................... 115

Threatened and vulnerable flora .................................................................................................... 115

Threatened and vulnerable fauna ................................................... Error! Bookmark not defined.



Bird Strike .................................................................................................................................... 119

World Heritage Matters .............................................................................................................. 123

National Heritage Places ............................................................................................................. 124

Matters of Indigenous cultural heritage ..................................................................................... 124

Findings – Matters of Natural Environmental Significance ........................................................ 124

Community Consultation ............................................................................................................... 125

Noise Management Plan/ Noise Mitigation Strategy ................................................................. 126

Noise Monitoring ........................................................................................................................ 126

Complaints Handling ....................................................................................................................... 127

Auditing of compliance ................................................................................................................... 127

Community Consultation Aviation Group ....................................................................................... 128

Findings – Community Consultation ........................................................................................... 128

Conclusion .......................................................................................................................................... 129

Management Practice ..................................................................................................................... 131

Attachments ...................................................................................................................................... 132



GlossaryoftermsAcronym Decode Description

AMSL Above Mean Sea Level Reference from which altitude is measured from

ANO Aircraft Noise Ombudsman

The Aircraft Noise Ombudsman (ANO) conducts independent

administrative reviews of Airservices Australia's management of

aircraft noise‐related activities

ASO Airport Safety Officer Staff member employed by airport tasked with on‐airport safety

activities including Runway inspections.

ATC Air Traffic Control

Service provided by qualified personnel to maintain the safe,

orderly expeditious flow of air traffic within controlled airspace

and on the movement area of a controlled airport.

CACG Community Aviation Consultation Group

A quarterly meeting convened by Airport management attended

by local stakeholders, Airservices, Airline and Airport

representatives to facilitate community feedback on aviation

related matters.

CO2 Carbon Dioxide Gaseous combustion product, emitted to the atmosphere by

vehicles with combustion engines, such as cars and aircraft.

dB(A) A‐Weighted Decibels Measurement of noise level as a unit of air pressure, statistically

weighted to match the hearing range of the human ear



DME Distance Measuring Equipment Radio navigation aid used by aircraft to determine their distance

in nautical miles from the navigation aid

ft feet (unit of measurement) Unit of measurement used for describing aircraft altitude ‐ 1 foot

equals approximately 27cm.

ICAO International Civil Aviation Organisation

A United Nations special agency, of which Australia is one of 191

signatory states. This agency develops international standards

and recommended practices for civil aviation, these standards

and practices are then adopted by the signatory member states.

ILS Instrument Landing System

A ground‐based equipment system that provides lateral and

vertical guidance to aircraft conducting an approach to land in

conditions of reduced visibility such as night time, or poor

weather.

IMC Instrument Meteorological Conditions

Weather conditions of reduced visibility and other criteria

requiring aircraft to fly, and conduct approaches and departures

using flight instruments.

INM Integrated Noise Model A software tool developed by the Federal Aviation

Administration to model aircraft noise.

L90 L90

Noise level met or exceeded 90% of the time for a specified

period (i.e. 24 hours). This is commonly used as an indicator of

background noise level.

LAeq Equal energy noise metric

A noise metric used to calculate the equivalent average noise

level over a set time period, from a known number of individual

noise events.



LAmax Single event noise metric The maximum noise level modelled or measured from a single

noise event.

MDA Minimum Decision Altitude

The minimum altitude to which a pilot may descend while on an

instrument approach before making a decision to continue

descent to landing (after making visual contact with the Runway)

or conducting a missed approach (if unable to make visual

contact with the Runway).

MDP Major Development Plan

A document prepared by the airport owner of a leased airport

when planning developments that are classified as a major

development by the Airports Act 1995 (Cth). A Major

Development Plan is required for submission to the relevant

Minister for consideration prior to undertaking the plan. This

document is separate from the Airport Master Plan, which these

airports are required to produce on a five‐yearly basis.

N60 Number of noise events above 60 dB(A) The calculated number of noise events with a modelled or

measured maximum noise level of 60dB(A) or louder.

N70 Number of noise events above 70 dB(A) The calculated number of noise events with a modelled or

measured maximum noise level of 70dB(A) or louder.

NAP Noise Abatement Procedure

Local air traffic management procedure applied to minimise the

impact of aircraft noise on the communities surrounding an

airport. These can include: preferred Runway, preferred

procedures and restricted areas.



NASAG National Airport Safeguarding Advisory Group

Advisory group comprising of representatives from comprising of

Commonwealth, State and Territory Government planning and

transport officials, the Australian Government Department of

Defence, the Civil Aviation Safety Authority (CASA), Airservices

Australia and the Australian Local Government Association

(ALGA).

NDB Non Directional Beacon

A ground based navigational aid emitting radio waves to enable

aircraft to navigate either en‐route between airports, or to

provide some lateral guidance when conducting an approach to

land in conditions of reduced visibility such as at night, or during

poor weather.

nM Nautical Miles

A Nautical Mile is the distance measurement used to describe

the distance over land an aircraft may travel on a particular flight

path. Nautical miles are the industry standard unit of

measurement for lateral distance in aviation. 1 Nautical mile

represents 1 minute of latitude on a map; and equates to 1.852

kilometres

NPD Noise, Power, Distance

The Noise, Power, Distance curve is a standard curve for the

amount of noise produced by, the engine power applied and the

distance from either start of take‐off roll, or distance to land for

each aircraft type operated under a pre‐determined set of

average conditions. This curve is used for each aircraft type in

the Integrated Noise Model to standardise the way each aircraft

type operates and produces noise. In reality, each individual

airline and pilot operating an aircraft may operate differently to

this average Noise, Power Distance curve.



RNAV Area NAVigation

Satellite surveillance navigation method used by aircraft to

conduct approaches without the use of on ground radio

navigation aids.

RNP Required Navigation Performance

Required Navigation Performance or "Smart Tracking" is a

satellite based navigation system, allowing aircraft to operate

with accurate lateral and vertical guidance, on either curved or

straight flight paths.

RWY Runway

The Runway is the area of the airport reserved for take‐off and

landings of fixed‐wing aircraft. Runways are numbered for the

direction they are oriented – i.e. Runway 14 is oriented 140⁰,

with the corresponding Runway 32 oriented 320⁰ (degrees

magnetic). Aircraft arriving to Runway 14 will be arriving from

the north west and heading towards the south‐east

STAR Standard Arrival Route

A Standard Arrival route is a published flight path requiring

aircraft arriving at a major airport to follow a single standard

path to approach the airport to land. If a published flight path

between airports can be considered similar to a 'highway', then

the standard arrival route would be considered similar to the

'highway off‐ramp'.

TMA Terminal Control Area/Terminal Management Area

A control area, normally established at where air routes join at

one or more major airports, in which air traffic services are

provided as approach and departures control.

Threshold Threshold The Runway threshold is the marked area at the end of the

Runway first used for either landing or take‐off. The white



markings will appear similar to a “zebra” pedestrian crossing.

Vectoring Vectoring

Vectoring is the provision of navigational guidance to aircraft in

the form of specific compass based headings by Air Traffic

Control (ATC).

VMC Visual Meteorological Conditions

Weather conditions such that a pilot is able to maintain

continuous visual reference with the ground while flying an

aircraft, and has adequate visibility to fly, conduct approaches

and departures.

VOR Very High Frequency Omni‐directional Range

A ground based navigational aid emitting radio waves to enable

aircraft to navigate either en‐route between airports or to

provide some lateral and directional guidance when conducting

an approach to land in conditions of reduced visibility such as at

night or during poor weather.



ExecutiveSummary

Airservices Australia (Airservices) has proposed the installation of an Instrument

Landing System (ILS) on Runway 14 in order to improve the reliability of landings in

adverse weather conditions.

This Environmental Assessment has been prepared by Airservices in relation to the

proposed flight paths and procedures required to access the proposed ILS. The

environmental assessment specifically addresses the potential impact of aircraft noise

arising from use of the proposed flight paths and procedures upon communities, the

natural environment, and heritage.

The Environmental Assessment for proposed ILS flight paths and procedures applies

modelling techniques to predict potential future impacts. Modelling has been

undertaken using flight records for arrivals at Gold Coast Airport in the period midnight

1 June 2012‐ midnight 1 June 2013, and applying data for the busiest day recorded at

Gold Coast Airport during that period, when there were 82 arrivals to Runway 14 (70

arrivals from the south/12 arrivals from the north). Data from this period was used as

this had been used in the earlier preparation of a Preliminary Environmental

Assessment (July 2013) to assist Gold Coast Airport Limited in preparing its draft Major

Development Plan (MDP) for the proposed ILS. The data applied has been tested and

shown to be representative of current aircraft movements and volumes.

The proposed ILS gives rise to three broad regions of environmental impact (refer to

Figure 1):

Region 1 ‐ Under normal operating conditions the proposed ILS flight paths and

procedures assign aircraft arriving from southern ports a Standard Arrival Route

(STAR) via the KEGAN waypoint. Aircraft arrivals from northern ports will be

vectored to join the ILS approach from between 8 and 12 nautical miles (nM)

from the threshold of Runway 14 whilst remaining east of the coast to the

maximum extent possible. The proposed ILS flight paths and procedures in

Region 1 are identical to existing VOR approaches to Runway 14 and will

continue to impact all areas currently under existing flight paths (including

Tugun and Bilinga). Region 1 is not expected to experience additional noise

impacts as a result of the proposed ILS.

Region 2 ‐ Whenever operational, the proposed ILS flight paths and procedures will result in a number of suburbs being newly exposed to aircraft movements and aircraft noise events of up to 74dB(A). This extends across an estimated population of 59,950 in the areas of Currumbin, Burleigh Heads, Palm Beach, Miami, Broadbeach, Surfers Paradise and Mermaid Beach. Under normal operating conditions other locations will not be impacted. It is important to note that average and cumulative noise measures have been modelled on a worst case scenario; information provided by Gold Coast Airport Limited indicates that these high usage rates of the ILS are expected to be limited to



approximately 10 days of the year (noting that these conditions may not occur on consecutive days). Region 2 is expected to experience additional noise impacts at noticeable levels as a result of the proposed ILS – noting that these would be limited to those times when the ILS is used by aircraft. Note: Surfers Paradise straddles Regions 2 and 3.

Region 3 – Under normal operating conditions it is proposed that aircraft being

vectored onto the proposed ILS approach will remain within the narrow, coastal

corridor described in Figure 2. This is to be achieved through the operation of a

Noise Abatement Procedure (NAP). Under this scenario a population of up to

76,650 people is potentially impacted within the LAeqday 40dB(A) contour, as

defined in the Modelling Thresholds section of this Environmental Assessment.

However, normal operating conditions will need to be varied on an infrequent

basis, in order to cater for high volumes of air traffic, adverse weather events,

and aircraft or medical emergency. In these circumstances Air Traffic Control

(ATC) may vector aircraft onto the proposed ILS flight path from across a

broader geographical area and consequently impact a wider catchment. Under

these conditions, a population estimated at 197,150 (Region 3 – Figure 1)

people may experience increased aircraft noise levels of up to 65dB(A) LAmax.

(note – LAmax threshold criteria have been applied across the broad region as

these are more meaningful given the low traffic levels). Based on current traffic

levels these events are not expected to exceed 12 arrivals per day for aircraft

traffic arrivals from northern ports (based on the busiest day for the 2012/13

study period). It is expected that these aircraft would be spread across the

region, rather than concentrated on a single flight path. While the maximum

noise level of an individual overflight will be noticeably louder than ambient

conditions; it is likely that in the context of the low traffic levels and infrequency

of these noise events, the noise impact may not negatively affect the amenity of

the region. Furthermore, current practice permits aircraft to be vectored within

this region, when transiting to existing approach procedures at Gold Coast

Airport (VOR and RNAV approach) and therefore such flights are known to be

occurring at the present time. Existing Noise Abatement Procedures (NAP) at

the Gold Coast instruct aircraft to maintain altitude and off‐shore approaches

where possible, so as to minimise community noise impacts. Review of NAP

compliance indicates that compliance with these instructions is high, and this is

not expected to change following implementation of the proposed ILS. It is not

expected that the proposed ILS would give rise to more than 15 over flights at

any single location in any 12 month period. Region 3 is not expected to

experience significant noise impacts as a result of the proposed ILS.


Gold Coast Airport: Proposed ILS Procedures for Arrivals, Runway 14 (Preliminary Draft Environmental Assessment)

Figure 1 Regions of Environmental Impact

Region Population

1 11,150

2 59,950

3 197,150

Table 1 Population within regions of environmental impact



Figure 2, below shows the existing and proposed procedures at Gold Coast Airport.

Figure 2 Existing and Proposed flight paths ‐ Gold Coast Airport

The area reserved for vectoring aircraft onto the proposed ILS final approach shown

above – as the blue ‘vectored region’ represents the area described by the proposed

NAP – requiring aircraft to remain on or east of the coastline as much as is practicable

to reduce the potential for noise intrusion from aircraft over flight on the community.

Figure 1 showing Region 3, shows the maximum western extent to which aircraft may

track in order to be able to successfully intercept the proposed ILS. This would

potentially be used when operationally required; however it is not anticipated that it

would form part of daily practice. This Environmental Assessment concludes, that

based on the criteria and noise modelling thresholds used in this report, the proposed

flight paths and procedures associated with a proposed ILS at Gold Coast Airport have a

potentially significant impact on the environment within the meaning of the Environment Protection and Biodiversity Conservation Act 1999 (Cth). This impact

occurs in the Currumbin, Burleigh Heads , Palm Beach, Miami, Broadbeach, Surfers

Paradise and Mermaid Beach areas. Section 160 of the Environment Protection Biodiversity Conservation Act 1999 (Cth) requires Airservices to refer the proposed action (ie establishment of flight paths for the ILS) to the Department of The

Environment for consideration by the Minister for The Environment.



Under both ‘normal’ and ‘infrequent’ operating conditions Airservices is committed to

minimising the impacts of aircraft noise on communities, through the application of

Noise Abatement Procedures (NAP), Letters of Agreement (LOA) outlining practices

between ATC units controlling the airspace surrounding Gold Coast Airport, and Local

Instructions (LI).The following initiatives are being prepared by Airservices in the event

that the proposed ILS proceeds:

Implementation of Noise Abatement Procedures as detailed at the ‘Proposed

Noise Abatement Procedures (NAP)’ section of this Environmental Assessment.

An ongoing Community Relations Strategy, as detailed in the “Community

Consultation” section of this report.

Undertaking a noise monitoring program at locations determined through a

community engagement process, and as agreed with the Community Aviation

Consultation Group (CACG).

Informing the Aircraft Noise Ombudsman (ANO) of all proposed actions in

respect of the proposed ILS, and respond to advice or requested action in a

timely manner.

Undertaking a post implementation review of the Environmental Assessment of

the proposed flight paths associated with the proposed ILS, not less than 12

months, and not more than 18 months following commissioning of the ILS, as

detailed at the “Auditing of Compliance” section of this Environmental

Assessment.



Introduction

The purpose of this Environmental Assessment is to detail the potential environmental

impacts of new air traffic procedures associated with the proposed ILS on Runway 14 at

Gold Coast Airport, their mitigation measures and proposed community consultation.

Airservices has proposed the installation of an Instrument Landing System (ILS) on

Runway 14 in order to improve the reliability of landings in adverse weather conditions.

The proposed ILS is a high precision navigation aid, and while it will not ensure aircraft

can make a safe landing in all weather conditions, it will reduce the need to divert

aircraft from Gold Coast Airport to other airports such as Brisbane during inclement

weather. This is because the ILS procedure has a lower minimum decision altitude

(MDA) than the existing procedures, which is the minimum altitude an aircraft may

descend to on an instrument approach prior to making visual contact with the Runway;

should the pilot not be able to see the Runway from the MDA, the pilot must conduct a

missed approach.

Installation of the proposed ILS requires the design and implementation of new flight

paths and air traffic management procedures to enable aircraft to access the proposed

ILS.

Airservices understands that the potential environmental impact of the on‐ground

construction aspects of this action will be assessed as a Major Development Plan (MDP)

under the Airports Act 1996 (Cth). The MDP, once submitted, requires approval from

the Commonwealth Minister for Infrastructure and Regional Development before works

can commence.

The proposed installation of an ILS on Runway 14 requires Airservices to design and

authorise new air traffic management procedures and flight paths to utilise the

instrument approach. Section 160 of the Environment Protection & Biodiversity Conservation Act 1999 (Cth), requires Airservices to obtain and consider advice from the

Environment Minister before authorising new air traffic management procedures that

are likely to have a significant impact on the environment. Airservices will refer the

proposed flight paths to the Environment Minister after the MDP consultation process

so that feedback can be incorporated into Airservices’ planning, decision making and

implementation process.



AirservicesAustralia

Airservices Australia (Airservices) is a Commonwealth Statutory Authority under the

Commonwealth Authorities and Companies Act 1997 (Cth), and was established by the Air Services Act 1995. Airservices provides air navigation services across approximately

11% of the world’s airspace in the Australian, Antarctic and oceanic regions. Airservices

is committed to fulfilling its mission of providing safe, secure, efficient and

environmentally responsible services to the aviation industry. Airservices has

environmental obligations for aircraft noise management under:

Air Services Act 1995 (Cth)

Environment Protection & Biodiversity Conservation Act 1999 (Cth).

Ministerial Directions

Airservices has responsibility for

Airspace Management,

Aeronautical Information,

Aviation Communications,

Radio Navigation Aids and;

Aviation rescue fire fighting services

Airservices is owned by the Australian Government, with the Board of Directors

reporting to the Minister for Infrastructure and Regional Development.

Airservices does not regulate the number of aircraft operations, the types of aircraft in

operation or the hours of operation at an airport. These matters are determined by the

aviation industry, airport management and the federal government.



GoldCoastAirport

Figure 3 Gold Coast Airport Runways

Gold Coast Airport is located three kilometers northwest of the border towns of Coolangatta

and Tweed Heads. The airport has two Runways (Refer Figure 3). The main Runway (14/32)

is 2,492m long, with a 582m long crossing secondary Runway (17/35). The airport has three

radio navigation aids.

Non‐Directional Beacon (NDB); VHF Omni Directional Range (VOR); and Distance Measuring Equipment (DME).

These navigation aids, which are located on the airport, provide for instrument approaches

in adverse weather conditions.

This Environmental Assessment is limited to analysis of approaches onto Runway 14, as the

proposed ILS approach procedure terminates at the arrival end of Runway 14.



Figure 4, below shows the Runway ends at Gold Coast Airport

Figure 4 Gold Coast Airport ‐ Satellite Image



Figure 5, below shows the track density for jet arrivals to Runway 14 at Gold Coast

Airport during Quarter 2 (April‐June) 2013. This illustrates existing frequently used

jet arrival patterns into Runway 14, with colour coding indicating the frequency of

flights on each track. It is of note that movements from the north over land are

below the two per day threshold and are therefore not shown.

Figure 5 Track Density, jet arrivals to Runway during 14 Quarter 2, 2013



TheneedforanILSatGoldCoastAirport

The current instrument approaches at Gold Coast Airport include the Distance

Measuring Equipment (DME), VHF Omnidirectional Range (VOR), Area Navigation

(RNAV) Global Navigation Surveillance System (GNSS) and Non Directional Beacon

(NDB) approaches. At times weather conditions are such that aircraft are unable to

land at Gold Coast Airport, and must divert to another airport. Gold Coast Airport

Limited estimate that this results in an average of 50 diversions per year‐ based on

data since October 2010.

An ILS has a lower MDA than the conventional navigation aids already installed at

Gold Coast Airport. Therefore an ILS would provide an increased certainty to pilots

regarding ability to land in adverse weather conditions, thereby reducing the

likelihood and number of diversions.

MDP–GoldCoastAirport

The proposed introduction of an ILS at Gold Coast Airport requires that an MDP be

prepared by Gold Coast Airport Limited, and submitted as an MDP under the

Airports Act 1995 (Cth). Airservices has been supplied by Gold Coast Airport Limited

with preliminary information that has formed the basis for preparation of the MDP.

This Environmental Assessment has been prepared having regard to draft

information received from Gold Coast Airport Limited and this information may be

subject to change. In the event that this occurs, this Environmental Assessment may

require revision in order to address any changes in operating assumptions.

This preliminary MDP information includes forecast aircraft arrivals using the

proposed ILS, and these assumptions have been applied in this Environmental

Assessment. In brief, Gold Coast Airport Limited has indicated that on a seasonal

basis between 10 and 40% of all daily arrivals may use the proposed ILS. Gold Coast

Airport Limited also state that on extremely bad weather days (estimated by Gold

Coast Airport at 10 each year) the proposed ILS may be used by all jet and turbo‐

prop traffic. In this Environmental Assessment, 10% of all arrivals have been used to

model a low usage, 40% for a medium usage and 100% for the high usage of the

proposed ILS.

TrafficGrowth

In preliminary information supplied by Gold Coast Airport Limited, it is anticipated

that the proposed ILS may lead to an increase in air traffic. However, the extent of

potential future growth is not known at this time, and has not been modelled in this

Environmental Assessment.

Gold Coast Airport’s Master Plan forecasts aircraft movement growth of between

4.5 and 5.5% over the next 5 years, and it is anticipated that the proposed ILS may

make the airport more attractive to international carriers as the proposed ILS will

increase the likelihood of landing in reduced visibility, rather than diverting to

another airport which would incur additional costs for the airline.



ExistingNoiseAbatementProcedures

Noise Abatement Procedures (NAPS) are in place at Gold Coast Airport. These

procedures include practices such as preferred Runway use and procedures to

reduce the environmental impact of aircraft operations. NAPs are implemented by

air traffic control (ATC) but their use is not mandatory and is subject to weather

conditions and aircraft requirements.

The Gold Coast Airport NAPs include an instruction for all aircraft to “where possible

maintain aircraft above 5,000ft (AMSL) until east of the coastline when arriving at

Runway 14 Gold Coast Airport”. A copy of the Gold Coast NAPs is provided in

Attachment 1 to this report. Implementation of the proposed ILS at Gold Coast

Airport and associated air traffic management procedures will necessitate an

amendment to this NAP, to allow aircraft to intercept the proposed ILS at altitudes

between approximately 2,500ft AMSL and 3,000ft AMSL (aircraft are required to

intercept at these altitudes in order to successfully establish on the ILS glideslope).

During the study period there were 13,778 jet arrivals to Runway 14 at Gold Coast

Airport, of these 11 (0.08%) tracked west of the Runway 14 extended centreline at

an altitude of less than 5,000ft AMSL. Of these 11 aircraft:

Two aircraft were B737‐800; the remaining nine arrivals were smaller jets,

ranging from the 100 seat Fokker‐100 to Business jets such as the Cessna

Citation.

One aircraft, a Fokker‐100 operating between Brisbane and the Gold Coast,

was recorded in four of the 11 instances. These four events were spread

throughout the year; but occurred at approximately the same time of day;

indicating that traffic considerations were the likely reason for use of

airspace to the west of the Runway 14 extended centreline.

For turboprop aircraft NAPs apply to those that are over 5,700kg maximum take‐off

weight (MTOW). Of all the turboprops arriving at Gold Coast Airport during the study

period only 22% were above 5,700kg MTOW, and 96% of these are Metroliners (SW4

and/or SW3), which operate regularly from Brisbane and Ballina. For those

turboprops, the NAPs require that the aircraft is not below 3,000 feet when crossing

the coastline to land.

During 2012/13 there were 249 arrivals on Runway 14 of turboprops above 5,700kg

MTOW, and 20 (8%) of these were west of the proposed ILS path below 3,000 feet.

All of these were Metroliners (SW4 and/or SW3). The time of day varied, but none

were at night.

Analysis of compliance with existing LOA at Gold Coast Airport indicates that

compliance with the NAP and supporting Letters of Agreement (LOA) is high. Similar

compliance rates may reasonably be expected under the proposed ILS

arrangements.



OptionsAnalysis

A number of options were considered in the MDP in the context of proposed

installation of an ILS, and these are briefly summarised below:

DoNothing

Continuation of Gold Coast Airport’s existing approach procedures to Runway 14 is

not considered to be a viable operational or commercial option as it does not

address the predicted increase in the number of diversions during inclement

weather, associated with the forecast traffic growth. Gold Coast Airport has

confirmed that on average, 50 flights per annum are required to divert from Gold

Coast to Brisbane or other airports.

These diversions represent a substantive cost to the aviation industry, and

inconvenience to the travelling public, along with increased CO2 emissions due to

additional track miles flown, and alternative ground transportation used to relocate

passengers and freight to their nominated destination.

RNPApproach

Required Navigation Performance or "Smart Tracking" is a satellite based navigation

system, allowing aircraft to operate with accurate lateral and vertical guidance, on

either curved or straight flight paths. RNP approaches with RNP values currently

down to one tenth of a nautical mile allowing aircraft to follow precise three‐

dimensional curved flight paths through congested airspace, around noise sensitive

areas, or through difficult terrain. The benefits and limitations of Smart Tracking

include:

Cost effective as no need for expensive ground‐based equipment

RNP procedures already available

RNP procedures are designed to be Runway aligned much later than an ILS

procedure and hence will impact less people

Some aircraft are not equipped to fly RNP procedures

Requires pilots to be trained to fly the procedures which in turn requires an

investment by the airline

While Smart Tracking procedures have proved successful in a number of locations

across Australia and globally, the full benefits of Smart Tracking procedures may not

be able to be realised at this time for operations at Gold Coast Airport, due to the



number of different airlines operating at the airport and their training and

equipment needs.

ILSSouthernApproachtoRunway32

The option to install an ILS for arrivals to Runway 32 via an approach from the south was

disregarded at an early stage because Runway 14 is the most used runway at the Gold

Coast and poor weather is predominantly associated with south‐easterly wind.

Runway 14 is currently nominated on average 65% of the time, due to wind direction

and Noise Abatement Procedures (which nominate Runway 14 as the preferred runway).

SummaryofProposedAction

TheProposedILS

Note: The on‐ground aspects of installing an ILS are not the subject of this Environmental Assessment. Information about the ground‐based component of an ILS system is of a general nature and for information purposes only.

An ILS is a ground‐based equipment system that provides lateral and vertical guidance to

aircraft conducting an approach to land on a specific Runway. It is particularly useful in

conditions of reduced visibility such as night time, or poor weather.

An ILS consists of two independent sub‐systems (refer to figures 6 & 7):

A localiser – to provide lateral guidance: located on the extended Runway

centreline emits pairs of radio signals at different frequencies slightly to the left

and right of Runway centreline. Positioning the aircraft between the signals

aligns the aircraft to the centreline of the Runway. In order to successfully

establish position between the two radio beams describing the Runway

centreline, aircraft must turn onto Runway centreline with a turn radius of no

more than 30 degrees.

A glide slope antennae – to provide vertical guidance: sited to one side of the

Runway touchdown zone emits two UHF (ultra high frequency) beams. This

provides a lower and upper range of slope upon which the aircraft tracks in

order to enable it to land at the required touchdown location on the Runway.

Aircraft fly a three degree glide slope on approach to the Runway.



Figure 6, below depicts an ILS Localiser.

Figure 6 ILS Localiser



Figure 7, below shows an ILS Glideslope antenna.

Figure 7 ILS Glideslope antenna



TheProposedILSFlightPathsandAirTrafficManagementProceduresThe proposed ILS to Runway 14 at Gold Coast Airport will require new flight paths and

procedures. Flight path design is subordinate to a determination regarding the proposed ILS

on‐ground equipment; and internationally recognised design standards must be applied to

the design of flight paths associated with the use of an ILS. The proposed ILS flight paths

and associated air traffic management procedures at Gold Coast Airport comprise:

Final Approach – the final portion of the proposed ILS flight path flown before touch down

at Runway 14, Gold Coast Airport. This portion of straight‐in flight path will be flown by all

aircraft, and extends to 8nM from the threshold onto Runway 14. The draft ILS Instrument

approach procedure, including the proposed final approach track, is provided in Attachment

2 to this report. Aircraft must make a turn of no greater than 30 degrees onto the ILS in

order to successfully establish onto the final approach, noting that if this is not achieved

they may conduct a missed approach and re‐position to attempt approach again. Aircraft

arrivals may intercept the Final Approach at a distance of no less than 8 nM north of Runway

14,however the distance will vary dependent upon the STAR or Vectored arrival route that

the aircraft is transitioning from.

Standard Arrival Route (STAR) – a standard flight path flown by aircraft arriving to Gold

Coast Airport from airports south of Gold Coast (i.e. Sydney & Melbourne). The proposed

STAR begins at a waypoint called “GREAV” and terminates at a waypoint called “KEGAN”

with standard instructions for aircraft to transition from KEGAN to the proposed ILS. This

route is referred to throughout the report as the “KEGAN STAR” (refer to Figure 8). For

aircraft arriving to Gold Coast Airport from the south, this will be achieved through Air

Traffic Control assigning aircraft onto the proposed new STAR via the KEGAN waypoint to

intercept the proposed ILS. The proposed STAR has been designed to replicate the

geographical position of the flight path taken by aircraft currently using the VOR approach as

closely as possible. A copy of the proposed STAR is provided in Attachment 3 to this report.

Vectored Arrival ( traffic management area) – representative tracks showing the planned

area for aircraft operating while being vectored to join the proposed straight in ILS approach

from ports either north or south of Gold Coast Airport (when not on the KEGAN STAR). It is

important to note that during exceptional circumstances (i.e. severe weather, emergency,

operational need) that aircraft may track further west, as shown in Figure 8.

This Environmental Assessment has nominated a broad area that may be over‐flown by an

aircraft operating under vectors to intercept the proposed ILS assuming compliance with

relevant Letters of Agreement (LOA) and Noise Abatement Procedures (NAP). The vector

flight paths modelled represent a 30 degree turn onto the proposed ILS approach at a

distance of 8 to 12 nautical miles from Gold Coast airport – the maximum turn angle, and

the minimum and maximum distances nominated by ATC that aircraft are likely to be

intercepting the proposed ILS.



It is of note that not all aircraft operating under vectors to intercept the proposed Runway

14 ILS at Gold Coast Airport will be operating on the nominal modelled track. Vector

instructions may be varied subject to the following:

Traffic volume, position and complexity

Airspace configuration and classification

Weather conditions, including wind, cloud, storms etc.

Pilot request

Noise Abatement Procedures

Other operational conditions, such as aircraft emergency

Based upon the current volume of air traffic arrivals from northern ports i.e. far north

Queensland/international arrivals from South East Asia) it is anticipated that these will be

issued radar vectors to intercept the proposed ILS for well into the future. Should air traffic

arrivals from airports north of Gold Coast Airport increase significantly, to the extent that

issuing radar vectors to each individual arrival becomes impracticable, a new STAR may be

required. Any such change would be subject to the same legislative obligations and

Environmental Assessment process as the flight procedures under consideration in this

document.

ProposedNoiseAbatementProceduresforProposedILSIt is intended that the existing NAP be amended to require aircraft to remain on or east of

Runway 14 centreline wherever possible when utilising the proposed ILS and associated air

traffic management procedures. This will significantly reduce potential community impacts

arising from operations of the proposed ILS. A copy of the draft NAP is provided in

Attachment 4 to this Environmental Assessment.



AssessmentAssumptionsThe Environmental Assessment has been undertaken based upon existing aircraft arrivals

information, Gold Coast Airport operational data, and information supplied by Gold Coast

Airport Limited. The baseline information and assumptions that inform this Environmental

Assessment are set out below.

TotalArrivalsThis Environmental Assessment is based on 2012/13 aircraft traffic data for Gold Coast

Airport. Analysis of traffic movements over the last two calendar years has shown no

significant change in traffic movements (see Tables 2 and 3) with a 0.7 % increase in

2013 arrivals compared to 2012. The traffic data used in modelling is therefore

considered to be representative of recent traffic levels for jet and turbo‐prop aircraft at

Gold Coast Airport. Only jet and turbo‐prop aircraft arrivals have been considered in

this Environmental Assessment as piston engined aircraft and helicopters are rarely

equipped to conduct an ILS approach.

Table 2 All aircraft arrivals to Gold Coast Airport 2012/13

Jet Movements Turboprop Movements

Runway 2012 Jets 2013 Jets % Jets Increase 2012‐2013

2012 Turboprops

2013 Turboprops

% Turboprop Increase 2012‐2013

14 13778 13244 ‐4 1078 1057 ‐2

17 1 2 100

32 6154 6890 12 343 362 6

35 179 198 11

Total 19932 20134 1 1601 1619 1

Table 3 Aircraft movements by category ‐ Gold Coast Airport 2012 and 2013

There have been no marked changes to aircraft movements or aircraft types, in the

period since 1 June 2013, and the selected period of 1 June 2012 ‐ 1 June 2013 is

considered to be a robust basis for modelling purposes in the context of this




UsageRates

Gold Coast Airport Limited has provided data for forecast aircraft arrivals using the

proposed ILS, and these assumptions have been applied to modelling. In brief, Gold

Coast Airport Limited states that on a seasonal basis between 10% and 40% of all daily

arrivals may use the proposed ILS, The MDP also states that on extremely bad weather

days the proposed ILS may be used by all traffic. In this Environmental Assessment,

10% of all arrivals have been used to model a low usage, 40% for a medium usage and

100% for the high usage of the proposed ILS.

To assist in comparing the environmental impacts of existing and proposed approaches

into Gold Coast Airport, baseline modelling has been used to provide comparison of the

proposed ILS approaches and current instrument procedures using the VOR approach.

This is also subject to the 10%, 40%, and 100% daily usage rate assumptions.



Table 4 summarises the data provided to Airservices by Gold Coast Airport Limited in respect

of proposed ILS operations.

Statistic Quantity

Number of diversions Average per year from Oct 2010‐Dec 2013 = 50

Weather conditions below existing approach minima (minimum altitude at which the Runway

14 end is visible to pilots on the VOR) 1.3% of time

ILS use on a bad weather day January to April 100% of arrivals

ILS use on an average day January to April 10% ‐ 40% of arrivals

ILS use on a bad weather day April to September 100% of arrivals

ILS use on an average bad weather day April to September 0% ‐ 10% of arrivals

ILS use on a bad weather day September to January 100% of arrivals

ILS use on an average day September to January 0% ‐ 25% of arrivals

Training

Up to 12 flights per day for training when R14 in use on fair weather days. These aircraft will form part of the 82 aircraft movements modelled.

"Likely" NAPs ‐ day

Cloud base > 3,000' ‐ visual approach

Cloud base 2,000' to 3,000' ‐ VOR approach

Cloud base < 2,000' ‐ RNP or ILS approach

"Likely" NAPs ‐ night

Cloud base > 2,000' ‐ VOR approach

Cloud base < 2,000' ‐ RNP or ILS approach

"Likely" NAPs ‐ other

International ‐ instrument approach required

Training ‐ 0900 to 1700 unless ATC approved Table 4 ILS usage assumptions from Gold Coast Airport Limited

A curfew operates at Gold Coast Airport which restricts operations of aircraft with a

maximum take‐off weight (MTOW) greater than 34,000kg between 11 pm and 6 am

(Queensland time). For reference, the Airbus A330‐300 aircraft type has a MTOW of

approximately 230,000kgs, the Boeing B738 jet aircraft type has a MTOW of approximately

79,000kgs and the De Havilland DH8C turboprop aircraft type has a MTOW of approximately

18,600kgs. Aircraft movements during the curfew period of 11pm to 6am are addressed in

this Environmental Assessment.

Aircraft arrivals at Gold Coast Airport during the curfew period can include aircraft operating

under a priority status such as flights carrying out urgent tasks associated with medical care,

search and rescue, or fire and flood relief.



RelativeProportionsofJetandTurbo‐PropAircraft

Table 5 shows the daily number of jet and turbo‐prop aircraft anticipated to utilise the

proposed ILS under the 10% and 40% usage percentages listed in the MDP, along with an

additional 100% usage scenario modelled to present a ‘worst case scenario’.

The raw traffic numbers have been selected from 2nd January 2013 – the busiest day in terms

of total aircraft movements at Gold Coast Airport during the study period.

Scenario

Traffic on

Rwy 14

VOR

10% Traffic on ILS 8



Table 5 Traffic numbers utilised for noise modelling for VOR

Table 6 shows the total number of jets and turbo‐props, and ratio of jets to turbo‐prop

arrivals for the busiest day in the study period. This is compared with an ‘average’ day,

based on averaging the total values over the study period (one financial year).

Busy Day Average Day %

100% 40% 10% Jets 73 29 7 Jets 56 92

Turboprops 9 4 1 Turboprops 5 8

Total 82 33 8 Total 61 100 Table 6 Ratio of Jet to Turbo Prop arrivals

Data for the busiest day has been applied to the analysis of aircraft movements in Table 7,

Table 8 and Table 9. These proportions are applied uniformly across all routes for the three

levels of usage that have been modelled – high (100%), medium (40%) and low (10%): as

described in ‘Proposed ILS usage assumptions’.

100% 40% 10%

Jets 73 29 7

Turboprops 9 4 1

Total 82 33 8

Table 7 Traffic numbers utilised for noise modelling



Table 8 shows the traffic numbers utilised for noise modelling, which incorporates traffic on

the track from KEGAN and the representative vectored approaches.

Scenario Total

Traffic

Traffic on

Rwy 14

VOR

Traffic on ILS

from

Southern

Ports via

KEGAN

Traffic on ILS

from

Northern

Ports via

Vectors

10% Traffic on ILS 8 0 6 2



Table 8 Traffic numbers utilised for noise modelling for ILS

Table 9 shows the traffic numbers utilised for noise modelling for the curfew which

incorporates traffic on the KEGAN STAR and the representative vectored approaches. Due

to the low traffic levels during the Gold Coast Airport Curfew only the 100% usage scenario

has been considered. Analysis of radar flight path data indicates that during the curfew

period the majority of arrivals are from ports north of Gold Coast Airport, and have included

aircraft that have failed to meet the curfew deadline and have been given approval by the

Department of Infrastructure & Regional Development to land.

Scenario Total

Traffic

Traffic on

Rwy 14

VOR

Traffic on ILS

from

Southern

Ports via

KEGAN

Traffic on ILS

from

Northern

Ports via

Vectors

Curfew Ops – 2 From

North, 1 KEGAN 3 0 1

2

Curfew Ops – 3 VOR 3 3 0 0

Table 9 Curfew traffic numbers utilised for noise modelling

BackgroundNoise

All locations will experience background noise that is unrelated to aircraft over flights. This

background noise will vary depending on a number of factors such as:

Land use i.e. urban, industrial, rural

Density of use, i.e. high‐rise apartments vs. detached houses

Local Activity – i.e. Sports ground vs. Library



Natural environment – i.e. reflections from hills, additional noise from waves or wind

Sources of background noise in urban areas may arise from a number of sources including:

Transportation (motor vehicles)

Animals (domestic pets, birds)

Outdoor domestic activities (Lawn mowers, power tools, etc.)

Natural sounds (wind, ocean waves, wildlife etc.)

In December 2013 Airservices published results of a short term noise monitoring project

conducted at Palm Beach, Queensland. As part of conducting the project, analysis of

background noise was undertaken to determine ambient noise levels. The background noise

was measured as an L90 (sound level which was exceeded 90% of the time and therefore

will exclude some transport or other short duration noise events that do not exceed 10% of

the time). The L90 is a commonly used noise metric to describe background noise; including

The Queensland Department of Transport and Main Roads and the New South Wales Road

Traffic Authority.

For Palm Beach the background day‐time L90 was measured at 49.7dB (A). At night time the

background L90 was 45.7dB(A). These measured noise values have been utilised in the

analysis.

NominatedAircraftCategoriesandTypes

This Environmental Assessment is specific to jet and turbo‐prop movements as helicopter

and light aircraft are rarely equipped to undertake an ILS approach.

Each aircraft type produces varying levels of noise at different points along and to either side

of its flight path and has different noise characteristics.

Three different aircraft types have been selected and individually modelled:

A333 (Airbus A330‐301) ‐ loudest international aircraft type currently using Gold

Coast Airport

A320 (Airbus A320‐211) – most common domestic aircraft type currently using Gold

Coast Airport

DH8C (DHC830 Dash 8) – represents the loudest turboprop aircraft currently using

Gold Coast Airport.

NominatedReferenceLocationsThe reference locations have been selected to provide the community and other key

stakeholders with indicative modelled noise levels for changes arising under the proposed ILS

and associated air traffic management procedures. The reference locations are listed in Table

10.



Number Reference Location Address

1 Coombabah Secondary School 550 Pine Ridge Rd, Coombabah

2 Merrimac State High School Dunlop Ct, Mermaid Water

3 St Francis Xavier Primary School 160 Bayview St, Runaway Bay

4 Biggera Waters State School Morala Ave, Biggera Waters

5 Labrador State School Imperial Parade, Labrador

6 Southport State School 75 Smith St, Southport

7 Palm Beach Currumbin High Thrower Dr., Palm Beach

8 Burleigh Heads Primary School Lower Gold Coast Hwy, Burleigh Heads

9 Miami State High School 2137 Gold Coast Highway, Miami

10 Broadbeach State School 187 Old Burleigh Rd, Broadbeach

11 Benowa State School 314‐358 Benowa Rd, Benowa

12 Caningeraba Primary School Whistler Dr, Burleigh Waters

13 Surfers Paradise State School 42 St Andrews Ave, Isle Of Capri

14 St Hilda School 52 High St, Southport

15 Bellevue Park State School 18‐20 Sapium Road, Southport

16 St Kelvin Catholic Primary School 292‐312 Benowa Rd, Benowa

17 St Augustine Primary School Galleon Way, Currumbin Waters

18 Christian Community Church 14 Junction Rd, Burleigh Heads

19 Dream Centre Christian Church Corner of Nerang‐Broadbeach and Chisholm Roads, Carrara, Gold Coast

20 Greek Orthodox St Anna 31a Crombie Ave, Cronin Island

21 New Beginning Christian Church 414 Coolangatta Rd, Tugun

22 Baptist Church Tugun Cnr. Tooloona St. and Atkin St. Tugun

23 Catholic Church Tugun 42 O'Connor St, Tugun

24 Christ Church Currumbin 6 Philip St, Currumbin

25 Living Temple Christian Church Murtha Dr, Elanora

26 Uniting Church 17 Applecross Way, Elanora, Gold Coast



27 Presbyterian Church Cottesloe Drive & University Drive, Robina

28 St Vincent Catholic Church 40 Hamilton Ave, Surfers Paradise

29 Gold Coast Hospital 1 Hospital Blvd, Southport

30 Mermaid Beach Medical Centre 2506 Gold Coast Hwy, Mermaid Beach

31 Broadbeach Bowls Club 169 Surf Parade, Broadbeach

32 Musgrave Hill Primary School 2 Nakina Street, Southport

33 Gold Coast Institute of TAFE 91‐99 Scarborough St, Southport

34 Robina Hospital 2 Bayberry Ln, Robina

35 Marymount College 261‐285 Burleigh Connection Rd, Burleigh Waters

36 Tallebudgera Surf Club, Palm Beach 1509 Gold Coast Hwy, Palm Beach

37 C3 Church 5 Queensbury Ave, Currumbin Waters

38 Tugun Bowls Club Kaleena St, Tugun

39 Gold Coast Institute of Technology (GCIT) 1 Byrgon Creek Dr, Coomera

40 The Salvation Army 3/80 Davenport St, Southport

41 Coombabah State Primary School 164‐172 Oxley Dr Coombabah

42 Arundel State School 185 Napper Rd Arundel

Table 10 Reference Locations

These reference locations were selected using information contained within a geospatial database updated in 2012. While some names of reference

locations may have changed between 2012 and present, the physical locations, provided as street addresses remain correct as of May 2014.



These reference locations are shown in Figure 8.

Figure 8 Reference Locations

Note: for areas to the west of Arundel – Reference location 42 , noise modelling data is not

available; as research has indicated that compliance with the NAP is very high – with over

99% of jet aircraft arrivals remaining east of the coastline over water. Based upon recent

traffic levels west of reference location 42; it can be shown that this represents less than one

movement per day, and that this would result in modelling of average and cumulative noise

events that are below the limit of detection of 30dB(A) LAeq and one event, N60.

NoiseModelling

There are no prescribed guidelines for undertaking the Environmental Assessment of

community noise impacts arising from changes in aircraft flight paths or procedures at

existing airports having regard to the provisions of the Environmental Protection and Biodiversity Conservation Act 1999 (Cth).

Airservices therefore proposes a broad suite of ‘General Principles’, that is informed by work

released in 2012 by the National Airports Safeguarding Advisory Group (NASAG), which

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seeks to enhance the current and future safety, viability and growth of aviation operations

at Australian airports, by supporting and enabling:

the implementation of best practice in relation to land use assessment and

decision making in the vicinity of airports;

assurance of community safety and amenity near airports;

better understanding and recognition of aviation safety requirements and aircraft

noise impacts in land use and related planning decisions;

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

improvements to regulatory certainty and efficiency; and

the publication and dissemination of information on best practice in land use and

related planning that supports the safe and efficient operation of airports.

The NASAG Framework covers planning for the busier civilian airports subject to the

Airports Act 1996 (Cth) (including Gold Coast Airport) and includes measures for managing

aircraft noise. It does this through the incorporation of N60 and N70 metrics to define

areas unsuitable for development.

Further to the above, the International World Health Organisation has published non‐

aircraft specific guidelines for community noise (1999) that includes LAeq measures for day

and night for continuous noise and indoor LAmax thresholds for sleep disturbance.

In general accordance with the above, Airservices has applied N60, N70, and LAeq

measures for day and night, together with LAmax for individual over flights in undertaking

this Environmental Assessment. This:

provides multiple metrics to capture all impacts

measures worst case (‘Busiest Day’)

differentiates between day and night operations

has regard to background noise levels

GeneralPrinciples

NoiseMetric–LAmax

The LAmax is the maximum noise level from a single noise event which may be

modelled or measured. LAmax results are reported in dB(A), rounded to the nearest

whole decibel.

LAmax is also reported graphically in 60dB(A) and 70dB(A) noise contours, representing

the geographical area within which the maximum noise of a single over flight event is

likely to be at or above these threshold levels.

LAmax is applied to each of the aircraft types selected in the “Nominated Aircraft

Categories and Types” section, and shows the noise impact that may be experienced



from an individual over flight as it approaches Runway 14 on the proposed ILS approach

and associated air traffic management procedures.

NoiseMetric–N60

The N60 metric is the calculated number of noise events with a modelled maximum

noise level of 60dB(A) or louder.

N60 results are calculated and presented as a set of contours representing the

geographical area within which a particular number, or range of noise events is

expected to occur. For example, if an area is entirely outside the N60 contours then the

noise model has calculated that for the specified period the area is likely to receive less

than 1 noise event at or above 60dB(A) associated with proposed ILS operations at Gold

Coast Airport.

N60 is applied to each of the levels of usage scenarios (10%, 40% and 100%) for both

day and night time (during the 11pm to 6am curfew period) and shows the potential

cumulative noise impact of multiple aircraft arrivals utilising the proposed ILS approach

and associated air traffic management procedures to Runway 14, Gold Coast Airport.

NoiseMetric–N70

The N70 metric is the calculated number of noise events with a modelled maximum

noise level of 70dB(A) or louder on a busy day.

N70 results are calculated and presented as a set of contours representing the

geographical area within which a particular number, or range of noise events is

expected to occur. For example, if an area is within the “200+ noise events” N70

contour then the noise model has calculated that for the specified period the area is

likely to receive 200 or more noise events at or above 70dB(A).

N70 is applied to each of the levels of usage scenarios (10%, 40% and 100%) for the day

time period and shows the potential cumulative noise impact of multiple aircraft

arrivals utilising the proposed ILS approach and associated air traffic management

procedures to Runway 14, Gold Coast Airport.

NoiseMetric–LAeq

The LAeq is a noise metric used to calculate the equivalent average noise level over a

set time period, from a known number of individual noise events.

LAeq results are reported in dB(A), rounded to the nearest whole decibel.

LAeq results are also reported graphically in 30dB(A) and 40dB(A) contours,

representing the geographical area within which the average noise level caused by

aircraft operations at Gold Coast Airport for the specified time period is calculated to be

at or above 40dB(A).

In Environmental Assessments at other airport locations Airservices has commonly used

the LAeq24 metric (average noise over a 24 hour period). However, the 11pm to 6am



curfew at Gold Coast Airport would artificially lower the average noise level under

modelled conditions due to the seven hour period, largely without any aircraft

movements.

There are low traffic levels during the curfew period, and as a consequence LAeq

analysis over a 24 hour period would represent an underestimation of average noise

levels. Therefore, in order to avoid under‐estimating average noise levels during the

day period (6am‐11pm Queensland time), LAeq has been modelled on the basis of a

LAeqday (7am‐10pm) and LAeqnight (10pm‐7am). These metrics form part of the suite of

standard metrics available in the INM.

Inclusion of the hours from 10pm‐11pm and 6am‐7am as part of the night time metric

provides a conservative estimate of noise levels during the night time period; while

avoiding underestimation of average noise impacts during the day. It is acknowledged

that this does not replicate existing curfew arrangements at Gold Coast Airport,

however the low volumes of night time traffic are addressed through this methodology.

LAeq is applied to each of the levels of usage scenarios (10%, 40% and 100%) for both

the day time 7am‐10pm Queensland time and the night time 10pm‐7am Queensland

time. This metric shows the average noise impact that may be experienced from the

modelled traffic levels using the proposed ILS and associated air traffic management

procedures over the specified time periods.

Note: As the modelled results for the ILS scenario only consider ILS flights, where the

LAeq result is less than the value for the existing operations using the VOR a result of

n/a has been recorded. The proposed ILS is only anticipated to be operating for

relatively short periods, and therefore indicating a net reduction in forecast noise levels

is not an accurate representation of community noise impacts.

ModellingThresholdLevels

The noise metrics used, as described above, provide information on the noise of

individual over flights, the average noise level over a specified time period and the

number of noise events to be considered for all areas situated under the flight paths

and procedures associated with the proposed ILS.

It is known that the potential impact of noise upon communities will vary dependent

upon land use, with urban areas frequently reporting a higher acceptance of increased

noise levels than rural areas‐reflecting higher ambient noise levels associated with

transport, traffic and other activities. The land area to the north of Gold Coast Airport

predominantly includes urban residential and mixed tourism/residential areas; as

defined by the Gold Coast Planning Scheme, 2011. A map of the Gold Coast region

planning zones is provided in Attachment 5 to this Environmental Assessment.

Airservices has noted that the following threshold values have been observed as reliable

indicators of increased community awareness of aircraft noise changes in urban areas,



and these have been applied in order to determine ‘potential significance’ as defined in

Section 160 of the Environment Protection and Biodiversity Conservation Act 1999 (Cth).

These threshold levels have been established by Airservices following consultation with

community groups regarding the level at which aircraft noise and/or movement

changes are generally noticed by members of the public, and may also be an indicator

of community annoyance factors in response to aircraft noise changes.

LAmax: The change in LAmax noise levels with reference to how people may perceive

the sound is outlined below; noting that each individual may experience sound, and

perceive changes in noise levels differently.

LAmax noise level changes of up to 3dB(A) are not likely to be perceptible.

LAmax noise level changes of between 3dB(A) and 5dB(A) may be perceptible.

LAmax noise level increases of between 5dB(A) and 10dB(A) are likely to be

perceptible.

LAmax noise levels of greater than 10dB(A) may be perceived as twice as loud.

LAeq: The threshold in LAeq noise levels with reference to how people may perceive

the sound is outlined below; noting that each individual may experience sound, and

perceive changes in noise levels differently.

A change of 2dB(A) LAeq is likely to be perceptible including for:

o Areas of low and high existing number of over flights

o Day time and night time LAeq levels.

Noise Events (Nxx): The change in number of noise events thresholds are as outlined

below:

For areas receiving a high level of existing over flights (for this environmental

assessment this includes Currumbin, Tugun and Bilinga)

An increase by 25% in the number of noise events at or above 70dB(A) during

the day (7am‐10pm)


the day time (7am‐10pm)


the night (10pm‐7am)

Any increase in the number of noise events at or above 70dB(A) during the

night (10pm‐7am)



For areas not receiving a high level of existing aircraft over flights (for this

Environmental Assessment this includes suburbs to the north of Currumbin)

An increase of 10 noise events at or above 70dB(A) during the day (7am‐10pm)

An increase of 50 noise events at or above 60dB(A) during the day (7am‐10pm)

An increase of 3 noise events at or above 60dB(A) during the night (10pm‐7am)

NoiseModellingLimitations

The INM is a software tool developed by the United States of America Federal Aviation

Administration for the purpose of modelling aircraft noise. The INM is an average noise

model, designed to determine aircraft noise based upon an entire airport’s operations, with

movement information averaged over time. INM modelling only considers noise from

aircraft movements. The INM has no capability to calculate results with reference to

ambient noise.

Noise modelling requires input of assumptions in order to reflect the variability in

conditions. These include:

Weather conditions – a single set of standard weather conditions based on Bureau of

Meteorology average data have been modelled. In reality, weather conditions will vary.

Standard aircraft operation – an assumption that each aircraft type will be operated

according to a standard Noise, Power Distance (NPD) curve is used. In reality, each airline

and pilot may operate the aircraft differently, such as using different engine power settings,

or deploying landing gear at different times.

Standard arrival and departure profile – an assumption is made that every aircraft will

operate according to a standard approach and departure profile; essentially operating at the

same rate of climb or descent. In reality, arrival and departure profile may be varied on an

individual basis for a number of reasons including:

o Traffic

o Weather and cloud conditions

o Pilot preference

o Instruction from Air Traffic Control (ATC)

Limits of Detection – Limits of detection of 30dB(A) LAeq, 50dB(A) LAmax and 1 Event for

N60 and N70 have been applied; as the model is not able to accurately calculate noise levels

below these limits of detection.

The INM includes a wide range, though not exhaustive list of standard aircraft types. The

turboprop aircraft types most commonly operating at Gold Coast Airport such as the Cessna

Caravan (C208) and the Metroliner (SW3 and SW4) were not available in the INM. The DH8

represents an overestimation of the aircraft noise anticipated from turbo‐prop aircraft over

flights, where applicable aircraft substitutions within the noise model have been made in

line with the INM substitution guide.



PopulationCountsThe number of people living within each LAmax, N60, N70 and LAeq contour is estimated

utilising geospatial software package in conjunction with 2011 Census data. Population data

obtained through the 2011 Census is the most recently available data set in the required

software format to conduct geographical counts. Population counts are estimated by

assuming population is distributed evenly over each Census district, determining the portion

of each Census district contained within a noise contour using a geospatial mapping tool

(Map Info, produced by Pitney Bowes Limited) and then summing the results to produce a

population count. Comparisons of populations potentially impacted by aircraft noise under

current operations at Gold Coast Airport and the proposed ILS approach procedure

operations are provided.

Population figures are reported rounded off to the nearest 50 persons. Where less than 50

people reside in an area contained within a noise contour, the population count is reported

as less than 50 (<50). Where there is a less than 50 person difference calculated between

the existing approach procedure noise contour and the proposed flight path procedures

noise contour, the result is reported as less than 50 (<50).

NaturalEnvironment

Airservices has applied the Department of the Environment Protected Matters Search Tool

to identify threatened habitats and ecosystems, threatened and vulnerable flora and fauna

species, heritage matters, or other matters of environmental significance that may be

impacted by aircraft noise as a direct result of implementing the proposed ILS approach

procedures. The Environmental Assessment zone is home to many bird, mammal and reptile

species.

The study area for review of matters of National Environmental Significance (NES) includes

the proposed flight paths, (ILS approach, KEGAN and the area in which aircraft are likely to

be vectored) surrounded by a 5km buffer. The 5km buffer was selected as it encapsulates

the area contained within the 30dB(A) LAeq9 night time noise contour at Gold Coast Airport

– the broadest area covered by aircraft noise contour modelling.



CO2Emissions

The potential change in CO2 emissions as a result of implementing the proposed ILS and

associated air traffic management procedures has been assessed. Calculation of potential

emissions reductions has been undertaken utilising data supplied by Gold Coast Airport

Limited on the number of aircraft diverting from Gold Coast Airport due to weather minima

below that of the existing instrument approaches. The difference in CO2 emissions has been

estimated based on the straight‐line distance between Gold Coast Airport and the nearest

suitable alternate, Brisbane Airport.

Detailed modelling of potential emissions changes for aircraft intercepting the proposed ILS

compared to the existing approach procedures is not practicable due to the differences in

track miles each individual aircraft may fly when being vectored to intercept the final

approach.

AircraftOperations

Jet and turboprop arrivals at Gold Coast for the period studied are shown in Figure 9.

Arrivals at Gold Coast Airport are shown in 3 categories; domestic jets, international jets and

domestic turboprops. There were no international turboprop arrivals at Gold Coast Airport

from international locations during the 2012‐2013 study period. The international jets are

shown separately as these are generally the larger and noisier aircraft types operating into

Gold Coast Airport, such as the A330‐301. Arrivals from international jets have also been

identified by Gold Coast Airport Limited as a growth area.

Figure 9 Arrivals 2012/2013

0

200

400

600

800

1000

1200

1400

1600

1800

Jun

Jul

Aug

Sep

Oct

Nov

Dec Jan

Feb

Mar

Apr

May

Domestic Jets

InternationalJet

Domestic Turbo



Table 10 shows the most commonly used aircraft types arriving at Gold Coast Airport in

2012/2013.

Aircraft Domestic International

Abbreviated Name Common Name Jets Turbo Jets Total

A320 AIRBUS A‐320 8488 820 9308

B738 BOEING 737‐800 6425 337 6762

A321 AIRBUS A‐321 1082 1082

C208 CESSNA 208 GRAND CARAVAN 981 981

A332 AIRBUS A‐330‐200 115 532 647

B737 BOEING 737‐700 542 1 543

E190 EMBRAER ERJ 190‐100 511 1 512

SW4 SWEARINGEN Metroliner 350 350

A333 AIRBUS A‐330‐200 1 265 266

B772 BOEING 777‐200 2 247 249

C510 CESSNA 510 CITATION MUSTANG 140 140

LJ45 LEARJET 45 99 17 116

BE20 BEECH 200 SUPER KING AIR 100 100

E170 EMBRAER ERJ 170‐100 98 98

C650 CESSNA 650 Citation 3/6/7 77 11 88


C525 CESSNA 525 CITATION JET 65 10 75

PC12 PILATUS PC‐12 Eagle 67 67

C680 CESSNA 680 CITATION SOVEREIGN 53 8 61

GLEX BOMBARDIER Sentinel 43 10 53

H25B RAYTHEON BAe‐125‐700/800 49 49

C25A CESSNA 525A CITATION CJ2 45 45

B350 BEECH 350 SUPER KING AIR 32 32

F406 CESSNA Caravan 2 29 29

C550 CESSNA 550 Citation 2 19 4 23

GLF4 GULFSTREAM AEROSPACE Gulfstream 4 22 1 23

CL60 CANADAIR Challenger 600 19 2 21 Table 11 Most common aircraft types operating at Gold Coast Airport, 2012/13 study period



Table 12 shows the direction of jet and turboprop arrivals at Gold Coast Airport during

the 2012/2013. For all modelling and analysis purposes, it is assumed that if an ILS is

available aircraft from the south and southeast (86% of arrivals) will make an approach

via the KEGAN waypoint. Aircraft arrivals from the north, northwest and west (14% of

arrivals) will be vectored onto the proposed ILS, joining final approach at a distance of

between 8 and 12 nautical miles from Runway 14 at Gold Coast Airport.

Table 12 Direction of origin ‐ Arrivals to Gold Coast Airport 2012/13 study period

Direction of

Origin

North 1,278 5.8% 997 4.5% 2,275 10.3%

Northwest 665 3.0% 81 0.4% 746 3.4%

West 5 0.0% 24 0.1% 29 0.1%

South 17,094 77.8% 576 2.6% 17,670 80.4%

Southeast 1,200 5.5% 6 0.0% 1,206 5.5%

Circuit 29 0.1% 30 0.1% 59 0.3%

20,271 92.2% 1,714 7.8% 21,985

Jet Turboprop All



CurfewOperations

The curfew at Gold Coast Airport limits aircraft operations during the period 11pm to

6am, although a small number of jet operations which meet specific conditions are

permitted under the Air Navigation Coolangatta Airport Curfew Regulations (1999) (Cth). In the study period there were a total of 55 domestic jet arrivals, 2 international

business jet arrivals and 8 turboprop arrivals during the curfew, as shown in Figure 10.

Aircraft arrivals during the curfew period can include arrivals due to priority

circumstances such as:

Medical emergency flight, including flights carrying critically ill or injured

passengers, or medical staff urgently required for the care of a critically ill or

injured person.

Search and Rescue operations

Fire fighting, flood relief and other urgent relief operations

Police emergency operations

Aircraft emergency

Figure 10 Arrivals During Curfew 2012/2013 study period

Analysis of the arrivals during the curfew period indicated that all were either approved

aircraft types (aircraft with a maximum take‐off weight of 35,000kg or less); which

includes aircraft such as the Lear Jet 35 (business jet) and turbo‐prop aircraft such as

the Metroliner; or within the quotas approved by the Air Navigation Coolangatta Airport Curfew Regulations (1999) (Cth).

0

1

2

3

4

5

6

7

8

9

10

Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar AprMay

Domestic Jets

International Jets

Domestic Turbo



Table 13 shows all aircraft types that operated during the Curfew in the 2012/2013

study period. The loudest aircraft type operating at Gold Coast Airport during the period

studied; the A333, did not operate during the Gold Coast Airport Curfew.

Aircraft Domestic International

Abbreviated Name Common Name Jets Turbo Jets Total

A320 AIRBUS A‐320 6 6

B412 BELL B‐412 1 1

B738 BOEING 737‐800 7 7


BE40 BEECH 400 Beechjet 2 2

C208 CESSNA 208 GRAND CARAVAN 3 3

C510 CESSNA 510 CITATION MUSTANG 1 1

C650 CESSNA 650 Citation 3/6/7 7 7

C680 CESSNA 680 CITATION SOVEREIGN 6 6

C750 CESSNA 750 Citation 10 1 1

CL60 CANADAIR Challenger 600 1 1

F2TH DASSAULT Falcon 2000 1 1

GLF5 GULFSTREAM AEROSPACE Gulfstream 5 1 1

LJ35 GATES LEARJET Learjet 35 6 6

LJ45 LEARJET 45 16 2 18

SW4 SWEARINGEN Metroliner 1 1

TBM7 SOCATA TBM‐700 1 1 Table 13 Aircraft types operating during curfew 2012/13 study period

Table 14 shows the direction jet and turboprop aircraft arrived from during the curfew

in 2012‐2013. If an ILS had been available at the time those aircraft from the south and

southeast (42% of arrivals) are expected to have made an ILS approach via the KEGAN

STAR, while aircraft from the north, northwest and west (57% of arrivals) are expected

to have been vectored to join the proposed ILS approach

Table 14 Direction of origin ‐ curfew arrivals 2012/13 study period

Direction of

Origin

North 30 46.2% 3 4.6% 33 50.8%

Northwest 2 3.1% 1 1.5% 3 4.6%

West ‐ 0.0% 1 1.5% 1 1.5%

South 25 38.5% 2 3.1% 27 41.5%

Southeast ‐ 0.0% ‐ 0.0% ‐ 0.0%

Circuit ‐ 0.0% 1 1.5% 1 1.5%

57 87.7% 8 12.3% 65

Jet Turboprop All



PreferredRunway

Runway 14 is the preferred Runway nominated by the Gold Coast Airport Noise

Abatement Procedures (NAP) for both arrivals and departures at Gold Coast Airport, at

all times of day. It is possible that the installation of the proposed ILS on Runway 14

may marginally increase the use of Runway 14, as pilots will find it more suitable during

instrument metrological conditions, and this would be consistent with the proposed

draft Noise Abatement Procedures.

MeteorologicalData

The proposed Runway 14 ILS at Gold Coast Airport is intended for use during periods of

inclement weather, when aircraft would otherwise need to divert from Gold Coast

Airport to land at another location. Weather conditions in reality will vary on a short‐

term basis. Weather conditions that require the use of an instrument approach are

referred to as Instrument Meteorological Conditions (IMC). Weather conditions that

allow a pilot to fly a visual approach to the Runway are referred to as Visual

Meteorological Conditions (VMC).

Figure 11 shows the proportion of time each month that instrument meteorological

conditions occurred between 1 January 2011 and 30 June 3013. It shows high variability

from month to month between 1% and 50% of the time, with an average occurrence

per month of 22% (based on 30 months of data).

Figure 11 Instrument Meteorological Conditions ‐ January 2011 to June 2013

0%

10%

20%

30%

40%

50%

60%

Axis Title

2011

2012

2013



EnvironmentalAssessmentFindings

VOR(ExistingFlightPaths)Analysis of the existing environment under the current VOR approaches onto Runway 14 at

Gold Coast Airport has been undertaken in order to provide baseline data for comparison

with the proposed ILS flight paths and procedures. The existing VOR is illustrated in Figure 2.

Existing flight tracks for aircraft on the VOR approaches from November 2012 (Jet arrivals)

and for the period November 2012‐November 2013 (turbo prop arrivals) are included in the

figures in order to show where aircraft are currently tracking – this is for illustrative

purposes only. Figures 10 to 15 show:

LAmax contours for the 3 nominated aircraft types;

N60 and N70 contours show the respective extent of noise event contours

under 10%, 40%, and 100% daily usage rates of the VOR; and,

LAeq contours show the extent of the weighted average noise dose contours

under existing operations.

Tables 15 to 21 illustrate the noise dose currently experienced at reference locations under

the VOR, and provide an estimate of the population within each of the contours modelled

above.

KeyfindingsVOR

1. LAmax shows that under existing procedures maximum noise levels are below 50dB(A) for most

locations studied; and that the maximum noise impact of aircraft arrivals to Runway 14 Gold

Coast Airport occurs at the Tugun area – located approximately 2km north west of Gold Coast

Airport, directly in line with Runway 14.

2. N60 and N70 show that noise impacts from arrivals to Runway 14 Gold Coast Airport are

concentrated at the Tugun area – with contours showing 80+ noise events over 60dB(A) and up

to 80 noise events above 70dB(A). The Currumbin area receives up to 50 noise events greater

than 60dB(A) each day under existing procedures. This indicates that the areas Currumbin,

Tugun and Billinga are designated as receiving a high level of over flights, as described in the

threshold noise levels in the Modelling Threshold Levels section of this Environmental

Assessment; and locations to the north of Currumbin currently receive a low level of over

flights.

3. LAeq modelling shows that under existing air traffic management procedures the noise impact

from aircraft arriving to Runway 14 at Gold Coast Airport is concentrated east of the coastline

over ocean; with the areas of Currumbin and further north experiencing average noise levels

from aircraft over flights below ambient noise levels for the area.

4. Total population under the VOR is estimated at 20,250 (population contained within the

40dB(A) LAeq day time noise contour.

5. Highest noise impacts are experienced in the Tugun area, generally aircraft noise events range

from 72dB(A) LAmax to 88 dB(A) LAmax.



NoiseModelling

LAmaxTable 15 shows the modelled LAmax noise levels at all reference locations for the existing VOR

approach to Runway 14 at Gold Coast Airport.

LAmax for Reference Locations in dB(A) for VOR (Existing Flight Path)

Number Reference Location A333 A320 DH8C

1 Coombabah Secondary School <50 <50 <50

2 Merrimac State High School <50 <50 <50

3 St Francis Xavier Primary School <50 <50 <50

4 Biggera Waters State School <50 <50 <50

5 Labrador State School <50 <50 <50

6 Southport State School <50 <50 <50

7 Palm Beach Currumbin High 62 59 <50

8 Burleigh Heads Primary School 51 <50 <50

9 Miami State High School 50 <50 <50

10 Broadbeach State School 53 50 <50

11 Benowa State School <50 <50 <50

12 Caningeraba Primary School <50 <50 <50

13 Surfers Paradise State School <50 <50 <50

14 St Hilda School <50 <50 <50

15 Bellevue Park State School <50 <50 <50

16 St Kelvin Catholic Primary School <50 <50 <50

17 St Augustine Primary School <50 <50 <50

18 Christian Community Church <50 <50 <50

19 Dream Centre Christian Church <50 <50 <50

20 Greek Orthodox St Anna <50 <50 <50

21 New Beginning Christian Church 75 72 63

22 Baptist Church Tugun 88 85 75

23 Catholic Church Tugun 76 73 64

24 Christ Church Currumbin 61 57 <50

25 Living Temple Christian Church <50 <50 <50

26 Uniting Church 54 51 <50

27 Presbyterian Church <50 <50 <50

28 St Vincent Catholic Church <50 <50 <50

29 Gold Coast Hospital <50 <50 <50

30 Mermaid Beach Medical Centre 51 <50 <50

31 Broadbeach Bowls Club 52 <50 <50

32 Musgrave Hill Primary School <50 <50 <50

33 Gold Coast Institute of TAFE <50 <50 <50

34 Robina Hospital <50 <50 <50

35 Marymount College <50 <50 <50



36 Tallebudgera Surf Club, Palm Beach 57 53 <50

37 C3 Church <50 <50 <50

38 Tugun Bowls Club 85 83 72

39 Gold Coast Institute of Technology (GCIT) <50 <50 <50

40 The Salvation Army <50 <50 <50

41 Coombabah State Primary School <50 <50 <50

42 Arundel State School <50 <50 <50 Table 15 LAmax noise levels at reference locations ‐ VOR (Existing Flight Path)

Figures 12 through 14 show the 60 and 70dB(A) LAmax noise contours for each aircraft type studied.

Figure 12 LAmax contours A333 ‐ VOR



Figure 13 LAmax contours A320 – VOR



Figure 14 LAmax Contours DH8C – VOR



NxxTable 16 shows the number of modelled noise events above the 60dB(A) and 70 dB(A) thresholds

per day at all reference locations for the existing VOR approach to Runway 14 at Gold Coast Airport.

Number Reference Location Number of noise events at Reference Locations from 60+ dB(A) for existing Procedure (VOR)

Number of noise events at Reference Locations from 70+ dB(A) for existing Procedure (VOR)

1 Coombabah Secondary School

<10 <10

2 Merrimac State High School

<10 <10

3 St Francis Xavier Primary School

<10 <10

4 Biggera Waters State School

<10 <10

5 Labrador State School <10 <10

6 Southport State School <10 <10

7 Palm Beach Currumbin High

40‐50 <10

8 Burleigh Heads Primary School

<10 <10

9 Miami State High School <10 <10

10 Broadbeach State School <10 <10

11 Benowa State School <10 <10

12 Caningeraba Primary School

<10 <10

13 Surfers Paradise State School

<10 <10

14 St Hilda School <10 <10

15 Bellevue Park State School <10 <10

16 St Kelvin Catholic Primary School

<10 <10

17 St Augustine Primary School

<10 <10

18 Christian Community Church

<10 <10

19 Dream Centre Christian Church

<10 <10

20 Greek Orthodox St Anna <10 <10

21 New Beginning Christian Church

80+ 70‐80

22 Baptist Church Tugun 80+ 80+

23 Catholic Church Tugun 80+ 70‐80

24 Christ Church Currumbin 30‐40 <10

25 Living Temple Christian Church

<10 <10



26 Uniting Church <10 <10

27 Presbyterian Church <10 <10

28 St Vincent Catholic Church <10 <10

29 Gold Coast Hospital <10 <10

30 Mermaid Beach Medical Centre

<10 <10

31 Broadbeach Bowls Club <10 <10

32 Musgrave Hill Primary School

<10 <10

33 Gold Coast Institute of TAFE

<10 <10

34 Robina Hospital <10 <10

35 Marymount College <10 <10

36 Tallebudgera Surf Club, Palm Beach

<10 <10

37 C3 Church <10 <10

38 Tugun Bowls Club 80+ 80+

39 Gold Coast Institute of Technology (GCIT)

<10 <10

40 The Salvation Army <10 <10

41 Coombabah State Primary School

<10 <10

42 Arundel State School <10 <10 Table 16 Daily number of noise events at reference locations ‐ VOR (Existing Flight Path)



Figures 15 and 16 show the N60 and N70 contours.

Figure 15 Daily N60 – VOR



Figure 16 Daily N70 ‐ VOR

LAeqTable 17 shows the LAeqday noise level at all reference locations studied for the existing VOR

approach to Runway 14 at Gold Coast Airport.

Number Reference Location LAeq at Reference Locations in dB(A) Existing Procedure (VOR)

1 Coombabah Secondary School <30

2 Merrimac State High School <30

3 St Francis Xavier Primary School <30

4 Biggera Waters State School <30

5 Labrador State School <30

6 Southport State School <30

7 Palm Beach Currumbin High 46

8 Burleigh Heads Primary School 37

9 Miami State High School 36

10 Broadbeach State School 37



11 Benowa State School <30

12 Caningeraba Primary School <30

13 Surfers Paradise State School <30

14 St Hilda School <30

15 Bellevue Park State School <30

16 St Kelvin Catholic Primary School <30

17 St Augustine Primary School <30

18 Christian Community Church <30

19 Dream Centre Christian Church <30

20 Greek Orthodox St Anna <30

21 New Beginning Christian Church 55

22 Baptist Church Tugun 64

23 Catholic Church Tugun 56

24 Christ Church Currumbin 44

25 Living Temple Christian Church 33

26 Uniting Church 39

27 Presbyterian Church <30

28 St Vincent Catholic Church 31

29 Gold Coast Hospital <30

30 Mermaid Beach Medical Centre 37

31 Broadbeach Bowls Club 36

32 Musgrave Hill Primary School <30

33 Gold Coast Institute of TAFE <30

34 Robina Hospital <30

35 Marymount College <30


43

37 C3 Church 34

38 Tugun Bowls Club 63


<30

40 The Salvation Army <30

41 Coombabah State Primary School <30

42 Arundel State School <30

Table 17 LAeq noise levels at reference locations ‐ VOR (Existing Flight Path)



Figure 17 shows the 30dB(A) and 40dB(A) LAeq contours.

Figure 17 LAeq contours ‐ VOR

PopulationTable 18 shows the populations within the 60dB(A) and 70dB(A) LAmax noise contour for

each aircraft type studied.

Contour

Population within Contour ‐ VOR (Existing Procedures)

A333 ‐ 60dB(A) 13,300

A333 ‐ 70dB(A) 6,050

A320 ‐ 60dB(A) 9,950

A320 ‐ 70dB(A) 4,450

DH8C‐ 60dB(A) 4,800

DH8C ‐ 70dB(A) 1,770 Table 18 Population within LAmax Contour VOR (Existing Flight Path)



Tables 19 and 20 show the populations contained within each daily N60 and N70 noise event

contour.

Contour (60+dB(A))


10-19 14,350

20-29 13,000

30-39 11,850

40-49 11,150

50-59 10,400

60-69 9,600

70-79 8,750

80+ 5,850 Table 19 Population within N60 Contours VOR (Existing Flight Path)

Contour (70+dB(A))


10-19 5,950*

20-29 5,950*

30-39 5,500

40-49 5,100

50-59 4,750

60-69 4,350

70-79 4,000

80+ 2,600 Table 20 Population within N70 noise contours VOR (Existing Flight Path)

*These values appear the same due to rounding; raw data values were similar as the

majority of the contour is located over ocean (refer Figure 14).

Table 21 shows the population contained within the 30dB(A) and 40dB(A) noise contours.

Contour


LAeq 30dB(A) 84,500

LAeq 40dB(A) 20,250 Table 21 Population within LAeq noise contours VOR (Existing Flight Path)



FinalApproachAnalysis of the proposed Final approach into Runway 14 (8nm from Runway threshold) at

Gold Coast Airport has been undertaken, refer to Figure 1 which shows the proposed ILS

approach path; and to Attachment 2 which illustrates the draft procedure plate.

Figures 18 through 29 illustrate:

LAmax contours for the 3 nominated aircraft types,

Daily N60 and N70 contours show the respective extent of noise event contours under 10%,

40%, and 100% daily usage rates of the proposed ILS

LAeq contours show the extent of the weighted average noise dose contours under 10%,

40%, and 100% daily usage rates of the proposed ILS

Tables 22 through 35 illustrate the noise dose currently experienced at reference locations that

are overflown by the existing VOR procedure compared to the expected noise impacts due to

the proposed ILS procedures. An estimate of the population within each of the contours

modelled above is also provided.

KeyfindingsFinalApproach1. LAmax shows that the areas of Burleigh Heads and Palm Beach are anticipated to receive an

increase in maximum noise level from individual over flights from approximately 5dB(A) to

approximately 18dB(A) depending on aircraft type.

The maximum noise level at Tallebudgera Surf Club, Palm Beach for the noisiest

aircraft type modelled was 74dB(A), an increase of 17dB(A) from existing noise

levels.

This LAmax noise increase is expected to be perceived as at least twice as loud.

2. N60 and N70 show that those areas

Currently receiving a low level of overflights (Palm Beach and Burleigh Heads)

may receive up to an additional 80 noise events of 60+dB(A)/day, of which up

to 70 of these (at Palm Beach) may be above 70dB(A); based on the 100% usage

scenario. These levels are expected to be noticeable.

Currently receiving a high level of overflights (Currumbin) may receive an

increase of 20 noise events at or above 60dB(A) each day based on the 100%

usage scenario, This increase exceeds the relevant percentage threshold

described in the Modelling Threshold Levels section of this Environmental

Assessment.

3. LAeq Analysis shows the average noise levels at Burleigh Heads and Palm Beach are

anticipated to increase by between 13 and 14dB(A) based on the 100% usage scenario.

These increases are expected to be noticeable.

4. There is no anticipated perceptible change to maximum noise, number of noise events or

average noise for the Tugun area as a direct result of implementing the proposed Final

Approach flight path.



NoiseModelling

LAmaxTable 22 compares the modelled LAmax noise levels at reference locations for the existing

VOR approach to Runway 14 at Gold Coast Airport with the proposed Final Approach.

Figures 18 through 20 show the 60 and 70dB(A) LAmax noise contours for each aircraft type

studied.



Number Reference Location A333 ‐ VOR

A333 Final Approach

Change A320 ‐ VOR

A320 Final Approach

Change DH8C‐ VOR

DH8C Final Approach

Change

7 Palm Beach Currumbin High 62 65 3 59 61 3 <50 52 >2

8 Burleigh Heads Primary School 51 69 18 <50 65 >15 <50 55 >5

21 New Beginning Christian Church 75 75 <1 72 73 1 63 63 <1

22 Baptist Church Tugun 88 89 1 85 86 1 75 76 1

23 Catholic Church Tugun 76 76 <1 73 73 <1 64 63 ‐1

24 Christ Church Currumbin 61 63 2 57 59 2 <50 50 >1

25 Living Temple Christian Church <50 <50 n/a <50 <50 n/a <50 <50 n/a

26 Uniting Church 54 58 4 51 54 3 <50 <50 n/a

27 Presbyterian Church <50 <50 n/a <50 <50 n/a <50 <50 n/a

36 Tallebudgera Surf Club, Palm Beach 57 74 17 53 71 18 <50 61 >11

37 C3 Church <50 <50 n/a <50 <50 n/a <50 <50 n/a

38 Tugun Bowls Club 85 87 2 83 84 1 72 74 2 Table 22 LAmax Comparison VOR and Final Approach



Figure 18 LAmax A333 ‐ Final Approach



Figure 19 LAmax contours A320 ‐ Final Approach



Figure 20 LAmax Contours DH8C ‐ Final Approach

NxxTables 23 through 28 compare the number of modelled noise events above the 60dB(A) and 70

dB(A) thresholds at reference locations for the existing VOR approach to Runway 14 at Gold Coast

Airport with the proposed Final Approach for each usage scenario. Where there was no modelled

change in the number of noise events for the existing procedure when compared to the proposed

procedure, the change is recorded as less than 1 or <1.



Number Reference Location

Number of noise events at

Reference Locations from 60+ dB(A) for

Existing Procedure (VOR)

Number of noise events at Reference Locations from 60+ dB(A) for Final Approach 10%

Scenario Change

7 Palm Beach Currumbin High 40-50 6-7 <1

8 Burleigh Heads Primary School 0 7-8 >7

21 New Beginning Christian Church 80+ 7-8 <1

22 Baptist Church Tugun 80+ 8+ <1

23 Catholic Church Tugun 80+ 7-8 <1

24 Christ Church Currumbin 30-40 4-5 <1

25 Living Temple Christian Church 0 0 <1


27 Presbyterian Church 0 0 <1

36 Tallebudgera Surf Club, Palm Beach 0 7-8 >7

37 C3 Church 0 0 <1

38 Tugun Bowls Club 80+ 8+ <1 Table 23 N60 10% usage Comparison, VOR ‐ Final Approach

Number Reference Location Number of noise events at Reference Locations from 60+ dB(A) for Existing Procedure (VOR)

Number of noise events at Reference Locations from 60+ dB(A) for Final Approach 40% Scenario

Change

7 Palm Beach Currumbin High 40‐50 20‐30 <1

8 Burleigh Heads Primary School 0 30+ >30

21 New Beginning Christian Church 80+ 30+ <1


23 Catholic Church Tugun 80+ 30+ <1

24 Christ Church Currumbin 30‐40 10‐20 <1





0 30+ >30

37 C3 Church 0 0 <1






Change

7 Palm Beach Currumbin High 40‐50 60‐70 >20

8 Burleigh Heads Primary School 0 70‐80 >70

21 New Beginning Christian Church 80+ 80+ <1


23 Catholic Church Tugun 80+ 80+ <1

24 Christ Church Currumbin 30‐40 40‐50 >10





0 80+ >80

37 C3 Church 0 0 <1




Change


8 Burleigh Heads Primary School 0 0 <1

21 New Beginning Christian Church 70‐80 6‐7 <1


23 Catholic Church Tugun 70‐80 6‐7 <1






0 6‐7 >6

37 C3 Church 0 0 <1

38 Tugun Bowls Club 80+ 7‐8 <1 Table 26 N70 10% usage Comparison, VOR ‐ Final Approach





Change











0 30‐40 >30

37 C3 Church 0 0 <1

38 Tugun Bowls Club 80+ 30+ <1 Table 27 N70 40% Usage Comparison VOR ‐ Final Approach



Change











0 60‐70 >60

37 C3 Church 0 0 <1

38 Tugun Bowls Club 80+ 80+ <1 Table 28 N70 100% Usage Comparison VOR ‐ Final approach



Figures 21 through to 26 show the N60 and N70 contours.

Figure 21 Daily N60 Final Approach 10%



Figure 22 Daily N60 Final Approach ‐ 40%



LAeqTables 29 through 31 compare the modelled LAeqday noise level at reference locations

studied for the existing VOR approach to Runway 14 at Gold Coast Airport with the proposed

Final Approach for each usage scenario.

Number Reference Location LAeq at Reference Locations in dB(A) for Existing Procedure (VOR)

LAeq at Reference Locations in dB(A) for Final Approach ‐ 10% (only ILS flights considered)

Change


46 38 n/a


37 41 4


55 46 n/a

22 Baptist Church Tugun 64 55 n/a

23 Catholic Church Tugun 56 47 n/a

24 Christ Church Currumbin

44 37 n/a


33 <30 n/a

26 Uniting Church 39 33 n/a

27 Presbyterian Church <30 <30 n/a


43 45 2

37 C3 Church 34 <30 n/a

38 Tugun Bowls Club 63 54 n/a Table 29 LAeq 10% Usage Comparison VOR ‐ Final approach




LAeq at Reference Locations in dB(A) for Final Approach ‐ 40%

Change


46 44 n/a


37 47 10


55 52 n/a

22 Baptist Church Tugun 64 61 n/a

23 Catholic Church Tugun 56 53 n/a


44 43 n/a


33 32 n/a

26 Uniting Church 39 39 n/a

27 Presbyterian Church <30 32 >2


43 52 9

37 C3 Church 34 32 n/a

38 Tugun Bowls Club 63 60 n/a Table 30 LAeq 40% Usage Comparison VOR ‐ Final approach


LAeq at Reference Locations in dB(A) for Final Approach ‐100%

Change


46 48 2


37 51 14


55 56 1

22 Baptist Church Tugun 64 65 1

23 Catholic Church Tugun 56 57 1


44 47 3


33 36 3

26 Uniting Church 39 43 4

27 Presbyterian Church <30 36 >6


43 56 13

37 C3 Church 34 36 2

38 Tugun Bowls Club 63 64 1 Table 31 LAeq 100% Usage Comparison VOR ‐ Final approach



Figures 27 through 29 show the 30dB(A) and 40dB(A) LAeq contours.

Figure 27 LAeq Proposed Procedures ‐ 10% Usage




PopulationTable 32, below compares the populations within the 60dB(A) and 70dB(A) LAmax noise

contour for each aircraft type studied.

Contour


Population within Contour (Final Approach) Change

A333 ‐ 60dB(A) 13,300 112,300 99,000

A333 ‐ 70dB(A) 6,050 12,100 6,050

A320 ‐ 60dB(A) 9,950 71,300 61,350

A320 ‐ 70dB(A) 4,450 6,450 2,000

DH8C‐ 60dB(A) 4,800 6,450 1,650

DH8C ‐ 70dB(A) 1,750 1,750 <50 Table 32 Comparison Population within LAmax noise contour ‐ VOR ‐ Final Approach



Tables 33 and 34 compare the populations contained within each N60 and N70 noise event

contours.

Contour (60+dB(A)) Population within Contour ‐ VOR (Existing Procedures)

Population within Contour Final Approach (10%)



Maximum Difference

10‐19 14,350 n/a 57,450 66,100 51,750

20‐29 13,000 n/a 49,250 58,750 45,750

30‐39 11,850 n/a 30,250 56,200 44,350

40‐49 11,150 n/a n/a 52,800 41,650

50‐59 10,400 n/a n/a 49,600 39,200

60‐69 9,600 n/a n/a 43,250 33,650

70‐79 8,750 n/a n/a 35,600 26,850

80+ 5,850 n/a n/a 10,750 4,900 Table 33 N60 Population Comparison VOR – Proposed Procedures





Maximum Difference

10‐19 5,950 n/a 9800 14,550 8,600

20‐29 5,950 n/a 6950 10,400 4,450

30‐39 5,500 n/a 3800 9,500 4,000

40‐49 5,100 n/a n/a 8,250 3,150

50‐59 4,750 n/a n/a 6,900 2,150

60‐69 4,350 n/a n/a 6,000 1,650

70‐79 4,000 n/a n/a 4,450 450

80 + 2,600 n/a n/a 2,750 150 Table 34 N70 Population Comparison VOR – Proposed procedures

Table 35 compares the population contained within the 30dB(A) and 40dB(A) noise contour.

Contour Population within Contour ‐ VOR (Existing Procedures)




Maximum Difference

LAeq 30dB(A) 84,500 78250 154,100 220,600 136,100

LAeq 40dB(A) 20,250 24,150 58,950 76,650 56,400



Table 35 LAeq Population Comparison VOR ‐ Proposed Procedures

KEGANApproachThe proposed STAR via KEGAN is illustrated in Figure 2. A copy of the draft STAR plate is

available in Attachment 3 to this Environmental Assessment.

KeyfindingsKEGAN:1. LAmax shows the areas of Miami, Broadbeach, Mermaid Beach and Surfers Paradise are

likely to receive a maximum noise increase of between 7dB(A) and 18dB(A) LAmax from

individual over flights depending on aircraft type. These increases are likely to be

perceived as twice as loud.

2. These noise events may occur up to 80 times a day, representing an increase of 30 noise

events (at Broadbeach State School) to up to 80 noise events (Miami State High School

and Mermaid Beach Medical Centre) (based on 100% usage, and N60).

3. LAeq (average) noise levels may increase by up to 16dB(A) (based on 100% usage) at

Miami, by up to 10dB(A) at Broadbeach and Surfers Paradise, and by up to 12 dB(A) at

Mermaid Beach. These average noise level increases are expected to be noticeable.

4. Up to an additional 46,800 persons are anticipated to be affected by single noise events

of 60dB(A) and greater, with up to an additional 150 persons exposed to 80 or more

noise events of 70dB(A) or louder.

5. Up to 59,950 persons newly exposed to noise events from aircraft overflight, located in

the suburbs of Palm Beach and Burleigh Heads areas.

NoiseModelling

LAmaxTables 36 through 49, compare the LAmax noise levels at reference locations for the existing

VOR approach to Runway 14 at Gold Coast Airport with the proposed KEGAN approach.

Figures 30 through 32 show the daily 60 and 70dB(A) LAmax noise contours for each aircraft

type studied.



Number Reference Location A333 ‐ VOR

A333 KEGAN

Change A320 ‐ VOR

A320 KEGAN

Change DH8C‐ VOR

DH8C KEGAN

Change

9 Miami State High School 50 68 18 <50 66 >16 <50 57 >7

10 Broadbeach State School 53 63 10 50 61 11 <50 51 >1

13 Surfers Paradise State School <50 57 >7 <50 55 >5 <50 <50 n/a

28 St Vincent Catholic Church <50 58 >8 <50 56 >6 <50 <50 n/a

30 Mermaid Beach Medical Centre 51 65 14 <50 63 >13 <50 53 >3

31 Broadbeach Bowls Club 52 65 13 <50 63 >13 <50 53 >3 Table 36 LAmax Comparison ‐ VOR (Existing Procedure) ‐ Proposed KEGAN Procedure



Figure 30 LAmax Contours A333 – KEGAN



Figure 31 LAmax Contours ‐ A320 ‐ KEGAN

NxxTables 37 through 42 compare the number of daily noise events above the 60dB(A) and 70

dB(A) thresholds at reference locations for the existing VOR approach to Runway 14 at Gold

Coast Airport with the proposed KEGAN Approach for each usage scenario.




Number of noise events at Reference Locations from 60+ dB(A)for Final Approach 10% Scenario

Change

9 Miami State High School 0 7‐8 >7

10 Broadbeach State School 0 3‐4 >3

13 Surfers Paradise State School 0 0 <1

28 St Vincent Catholic Church 0 0 <1

30 Mermaid Beach Medical Centre 0 7‐8 >7

31 Broadbeach Bowls Club 0 5‐6 >5 Table 37 N60 Comparison VOR ‐ KEGAN, 10% usage



Change

9 Miami State High School 0 30+ >30





31 Broadbeach Bowls Club 0 20‐30 >20 Table 38 N60 Comparison VOR ‐ KEGAN 40% usage





Change






31 Broadbeach Bowls Club 0 60‐70 >60 Table 39 N60 Comparison VOR ‐ KEGAN 100% Usage



Change

9 Miami State High School 0 0 <1




30 Mermaid Beach Medical Centre 0 0 <1

31 Broadbeach Bowls Club 0 0 <1 Table 40 N70 Comparison VOR ‐ KEGAN 10% Usage

Number Reference Location Number of noise events at Reference Locations from 70+ dB(A)for Existing Procedure (VOR)


Change











Change







LAeqTables 43 through 45 compare the LAeqday noise level at reference locations studied for the

existing VOR approach to Runway 14 at Gold Coast Airport with the proposed KEGAN

Approach for each usage scenario.


LAeq at Reference Locations in dB(A) Final Approach ‐ 10% (only ILS flights considered)

Change

9 Miami State High School 36 42 6

10 Broadbeach State School

37 37 <1


<30 31 >1

28 St Vincent Catholic Church

31 <30 n/a


37 39 2

31 Broadbeach Bowls Club 36 36 <1 Table 43 LAeq Comparison VOR ‐ KEGAN 10% Usage





Change



37 43 6


<30 37 >7


31 35 4


37 45 8

31 Broadbeach Bowls Club 36 43 7 Table 44 LAeq Comparison VOR ‐ KEGAN 40% Usage



Change



37 47 10


<30 40 >10


31 39 8


37 49 12

31 Broadbeach Bowls Club 36 47 11 Table 45 LAeq Comparison VOR ‐ KEGAN 100% Usage



PopulationTable 46 compares the populations within the 60dB(A) and 70dB(A) LAmax noise contour for

each aircraft type studied.

Contour Population within Contour – for VOR (Existing Procedures)

Population within Contour for KEGAN

Change

A333 ‐ 60dB(A) 13,300 60,100 46,800

A333 ‐ 70dB(A) 6,050 11,450 5,400

A320 ‐ 60dB(A) 9,950 50,650 40,700

A320 ‐ 70dB(A) 4,450 6,150 1,700

DH8C‐ 60dB(A) 4,800 6,350 1,550

DH8C ‐ 70dB(A) 1,750 1,700 ‐50 Table 46 Population Comparison VOR ‐ KEGAN, LAmax contours

Tables 47 and 48 compare the populations contained within each N60 and N70 noise event

contour.


Population within Contour KEGAN (10%)



Maximum Difference

10‐19 14,350 n/a 57,450 66,100 51,750

20‐29 13,000 n/a 49,250 58,750 45,750

30‐39 11,850 n/a 30,250 56,200 44,350

40‐49 11,150 n/a n/a 52,800 41,650

50‐59 10,400 n/a n/a 49,600 39,200

60‐69 9,600 n/a n/a 43,250 33,650

70‐79 8,750 n/a n/a 35,600 26,850

80+ 5,850 n/a n/a 10,750 4,900 Table 47 Population Comparison VOR ‐ KEGAN N60







Maximum Difference

10‐19 5,950 n/a 9800 14,550 8,600

20‐29 5,950 n/a 6950 10,400 4,450

30‐39 5,500 n/a 3800 9,500 4,000

40‐49 5,100 n/a n/a 8,250 3,150

50‐59 4,750 n/a n/a 6,900 2,150

60‐69 4,350 n/a n/a 6,000 1,650

70‐79 4,000 n/a n/a 4,450 450

80 + 2,600 n/a n/a 2,750 150 Table 48 Population Comparison VOR ‐ KEGAN N70

Table 49 compares the population contained within the 30dB(A) and 40dB(A) noise contour.

Contour Population within Contour ‐ VOR (Existing Procedures)

Population within Contour (KEGAN) (10%)



Maximum Difference

LAeq 30dB(A) 84,500 78,250 154,100 220,600 136,100

LAeq 40dB(A) 20,250 24,150 58,950 76,650 56,400 Table 49 Population Comparison VOR KEGAN LAeq



VectoredApproachFigure 2 illustrates the area proposed for aircraft to undertake a Vectored Approach to the

proposed ILS under proposed NAP conditions. In those periods when the proposed NAP is

not followed (due to high traffic volumes, adverse weather conditions, aircraft or medical

emergency) the Vectored Approach area may be extended across a broader region (see

Region 3 in Figure 1).

The proposed Vectored approach area under NAP and non‐NAP conditions is currently

exposed to low numbers of aircraft overflights, comprising arrivals onto runway 14 and

departures from Runway 32 at Gold Coast Airport. Airservices records indicate that traffic

levels in this region exceed 1,000 overflights per month; and that these flights are at 5,000ft

and above. There is no background noise monitoring data currently available for this area.

As a result of the altitude at which these aircraft overfly, existing aircraft noise is below noise

thresholds set out in the Modelling Threshold Levels section of this Environmental

Assessment.

Vectored Approaches to the proposed ILS are only expected to result in very low numbers of

overflights on any one track in a single day (less than 15 overflights at any single location in

any 12 month period is estimated based on the 2013/13 study period modelled in this

Environmental Assessment). However, the Key Findings presented below are based on the

100% usage scenario in order to present the worst case scenario that may occur on 1‐10

days per year when the ILS is used for a full day.

KeyfindingsVectoredApproach1. LAmax analysis shows: Areas in Region 3 (refer to Figure 1) to the north and north‐west of

Gold Coast Airport may experience an increase in maximum noise level of up to level of up

to 15dB(A), which exceeds the threshold LAmax increase level of 5dB(A) outlined in the

Modelling Threshold Levels section of this Environmental Assessment. Areas expected to

experience single event noise increases of greater than 5dB(A) are:

Coombabah

Mermaid Waters

Biggera Waters

Labrador

Caningeraba

Musgrave Hill

Robina 2. N60 and N70 analysis show: Mermaid Waters may experience up to 40 noise events of

60dB(A) or greater. The number of events does not exceed the threshold noise event levels

outlined in the Modelling Thresholds section of this Environmental Assessment. The total

number of noise events does not exceed the total number of noise events described in the

Noise Modelling Threshold Levels section of this Environmental Assessment.

3. LAeq analysis shows Modelled average noise levels from aircraft noise alone may increase

by up to 15dB(A) (Merrimac State High School – based on 100% usage) These noise

increases exceed the threshold level outlined in The Modelling Threshold Levels section of

this Environmental assessment.



4. Approximately 197,150 persons reside within Region 3 (refer Figure 1 and Table 1), and

76,650 persons reside within the 40dB(A) LAeqday noise contour under the 100% usage

scenario with NAP compliant operations (refer Figure 2 – Vectored Approaches).

Figures 19 through 21 show the 60 and 70dB(A) LAmax noise contours for each aircraft type

studied.

NoiseModelling

LAmaxTable 50 provides the LAmax noise levels at reference locations for the proposed Vectored

approach.

Number Reference Location A333 Vector

A320 Vector

DH8C Vector

1 Coombabah Secondary School 57 54 <50

2 Merrimac State High School 63 61 51

3 St Francis Xavier Primary School 62 58 <50

4 Biggera Waters State School 64 60 <50

5 Labrador State School 63 60 <50

6 Southport State School 64 62 <50

11 Benowa State School 59 57 <50

12 Caningeraba Primary School 53 50 <50

14 St Hilda School 60 58 <50

15 Bellevue Park State School 65 63 51

16 St Kelvin Catholic Primary School 60 58 <50

17 St Augustine Primary School <50 <50 <50

18 Christian Community Church <50 <50 <50

19 Dream Centre Christian Church <50 <50 <50

20 Greek Orthodox St Anna 62 60 <50

29 Gold Coast Hospital 59 57 <50

32 Musgrave Hill Primary School 65 62 <50

33 Gold Coast Institute of TAFE 56 53 <50

34 Robina Hospital <50 <50 <50

35 Marymount College <50 <50 <50

39 Gold Coast Institute of Technology (GCIT) 63 61 50

40 The Salvation Army 64 63 50

41 Coombabah State Primary School 59 56 <50

42 Arundel State School <50 <50 <50 Table 50 LAmax noise levels – Vectors



NxxTables 51 through 53 provide the number of noise events above the 60dB(A) threshold at

reference locations for the proposed Vectored Approach for each usage scenario. There

were no noise levels modelled at or above the 70dB(A) threshold for these reference

locations.

Number Reference Location Number of noise events at Reference Locations from 60+ dB(A) Vectors 10% Scenario

1 Coombabah Secondary School 0

2 Merrimac State High School 3‐4

3 St Francis Xavier Primary School 0

4 Biggera Waters State School 0

5 Labrador State School 0

6 Southport State School 0

11 Benowa State School 0

12 Caningeraba Primary School 0

14 St Hilda School 0

15 Bellevue Park State School 1‐2

16 St Kelvin Catholic Primary School 0

17 St Augustine Primary School 0

18 Christian Community Church 0

19 Dream Centre Christian Church 0

20 Greek Orthodox St Anna 0

29 Gold Coast Hospital 0

32 Musgrave Hill Primary School 1‐2

33 Gold Coast Institute of TAFE 0

34 Robina Hospital 0

35 Marymount College 0


1‐2

40 The Salvation Army 1‐2

41 Coombabah State Primary School 0

42 Arundel State School 0 Table 51 Noise events at reference locations VOR – Vectors 10% Usage



Number Reference Location Number of noise events at Reference Locations from 60+ dB(A) Vectors 40% Scenario



3 St Francis Xavier Primary School <10







15 Bellevue Park State School <10

16 St Kelvin Catholic Primary School <10



19 Dream Centre Christian Church <10








<10


41 Coombabah State Primary School <10

42 Arundel State School <10 Table 52 Noise Events at Reference locations Vectors 40% Usage



Number Reference Location noise events at Reference Locations from 60+ dB(A)Vectors 100% Scenario




<10







15 Bellevue Park State School 10‐20


<10




<10








<10



<10

42 Arundel State School <10 Table 53 Noise events at Reference locations Vectors 100% Usage



LAeqTables 54 through 56 provide the LAeqday noise level at reference locations studied for the

proposed Vectored Approach for each usage scenario.

Number Reference Location LAeq at Reference Locations in dB(A) Vectors ‐ 10% (only ILS flights considered)


<30

2 Merrimac State High School 35


<30


<30





<30


15 Bellevue Park State School 30


<30


<30


<30


<30




<30





<30



<30

42 Arundel State School <30 Table 54 LAeq noise levels Vectors 10% usage





<30



30


31





36




31


<30


<30


<30




34





33

40 The Salvation Army 34


<30

42 Arundel State School <30 Table 55 LAeq noise levels VOR 40% Usage





32



33

4 Biggera Waters State School 34




12 Caningeraba Primary School 40




34


30


32


<30


29 Gold Coast Hospital 32


37





36

40 The Salvation Army 37


32

42 Arundel State School <30 Table 56 LAeq noise levels Vectors 100% Usage



PopulationTable 57 below provides the populations within the 60dB(A) and 70dB(A) LAmax noise

contour for each aircraft type studied.

Contour Population within Contour (Vectors)

A333 ‐ 60dB(A) 112,300

A333 ‐ 70dB(A) 12,100

A320 ‐ 60dB(A) 71,300

A320 ‐ 70dB(A) 6,450

DH8C‐ 60dB(A) 6,450

DH8C ‐ 70dB(A) 1,750 Table 57 Population within LAmax noise contours

Table 58 provides the population contained within each N60 and noise event contour.

Contour (60+dB(A)) Population within Contour (Vectors) (10%)

Population within Contour (Vectors) (40%)


10‐19 n/a 57,450 66,100

20‐29 n/a 49,250 58,750

30‐39 n/a 30,250 56,200

40‐49 n/a n/a 52,800

50‐59 n/a n/a 49,600

60‐69 n/a n/a 43,250

70‐79 n/a n/a 35,600

80+ n/a n/a 10,750 Table 58 Population within N70 Noise Contours

Table 59 provides the population contained within the 30dB(A) and 40dB(A) noise contour.

Contour Population within Contour (Vectors) (10%)



LAeq 30dB(A) 78,250 154,100 220,600

LAeq 40dB(A) 24,150 58,950 76,650 Table 59 Population within LAeq noise contours



CurfewOperationsProposed air traffic management procedures were compared to existing procedures under

curfew operations (defined as 11pm‐6am Queensland Time). Due to the low traffic levels

the proposed procedures (Final Approach, KEGAN and Vectors) were considered together.

KeyFindings1. LAmax is expected to remain the same for curfew operations. Potential changes in LAmax

noise levels are discussed separately for Final Approach, KEGAN and Vectors.

2. N60 and N70 contours show the following areas are expected to experience an increase in

the number of noise events above 60dB(A) during the curfew period under implementation

of the proposed procedures. At Tallebudgera the increase in number of noise events

exceeds the threshold criteria outlined in the Modelling Thresholds Levels section of this


Currumbin

Burleigh Heads

Miami

Broadbeach

Mermaid Beach

Palm Beach – increases to 60+dB(A) and 70dB(A)+ noise events.

3. LAeq analysis shows that the areas of:

Currumbin

Burleigh Heads

Miami

Broadbeach

Southport

Mermaid Beach

Palm Beach

are anticipated to experience a LAeq noise level increase of up to 10dB(A), these

average noise increases exceed the LAeq night time threshold of 2dB(A) outlined in

the “Modelling Thresholds” section of this Environmental Assessment.



NoiseModelling

NxxTables 60 and 61 compare the number of noise events above the 60dB(A) and 70 dB(A)

thresholds at reference locations for the existing VOR approach to Runway 14 at Gold Coast

Airport with the proposed flight paths and air traffic management procedures during the

curfew period.

Number Reference Location Number of noise events at Reference Locations from 60+dB(A) Existing Procedure (VOR) CURFEW

Number of noise events at Reference Locations from 60+dB(A) Proposed procedures CURFEW

Change

1 Coombabah Secondary School 0 0 0

2 Merrimac State High School 0 1‐2 >1

3 St Francis Xavier Primary School 0 0 0

4 Biggera Waters State School 0 0 0

5 Labrador State School 0 0 0

6 Southport State School 0 0 0

7 Palm Beach Currumbin High 1‐2 2‐3 >2

8 Burleigh Heads Primary School 0 2‐3 >2



11 Benowa State School 0 0 0

12 Caningeraba Primary School 0 0 0

13 Surfers Paradise State School 0 0 0

14 St Hilda School 0 0 0


16 St Kelvin Catholic Primary School 0 0 0

17 St Augustine Primary School 0 0 0

18 Christian Community Church 0 0 0

19 Dream Centre Christian Church 0 0 0

20 Greek Orthodox St Anna 0 0 0

21 New Beginning Christian Church 3+ 3+ 0

22 Baptist Church Tugun 3+ 3+ 0

23 Catholic Church Tugun 3+ 3+ 0

24 Christ Church Currumbin 1‐2 1‐2 0

25 Living Temple Christian Church 0 0 0


27 Presbyterian Church 0 0 0



28 St Vincent Catholic Church 0 0 0

29 Gold Coast Hospital 0 0 0


31 Broadbeach Bowls Club 0 0 0

32 Musgrave Hill Primary School 0 0 0

33 Gold Coast Institute of TAFE 0 0 0

34 Robina Hospital 0 0 0

35 Marymount College 0 0 0

36 Tallebudgera Surf Club, Palm Beach 0 3+ >3

37 C3 Church 0 0 0

38 Tugun Bowls Club 3+ 3+ 0


0 0 0


41 Coombabah State Primary School 0 0 0

42 Arundel State School 0 0 0 Table 60 Comparison N60 at reference locations, Curfew



Number Reference Location Number of noise events at Reference Locations from 70+ dB(A) Existing Procedure (VOR) CURFEW

Number of noise events at Reference Locations from 70+ dB(A) Proposed procedures CURFEW

Change

1 Coombabah Secondary School 0 0 0

2 Merrimac State High School 0 0 0

3 St Francis Xavier Primary School 0 0 0

4 Biggera Waters State School 0 0 0

5 Labrador State School 0 0 0

6 Southport State School 0 0 0

7 Palm Beach Currumbin High 0 0 0

8 Burleigh Heads Primary School 0 0 0


10 Broadbeach State School 0 0 0

11 Benowa State School 0 0 0

12 Caningeraba Primary School 0 0 0

13 Surfers Paradise State School 0 0 0

14 St Hilda School 0 0 0


16 St Kelvin Catholic Primary School 0 0 0

17 St Augustine Primary School 0 0 0

18 Christian Community Church 0 0 0

19 Dream Centre Christian Church 0 0 0

20 Greek Orthodox St Anna 0 0 0

21 New Beginning Christian Church 2‐3 2‐3 0

22 Baptist Church Tugun 3+ 3+ 0

23 Catholic Church Tugun 2‐3 2‐3 0

24 Christ Church Currumbin 0 0 0

25 Living Temple Christian Church 0 0 0


27 Presbyterian Church 0 0 0

28 St Vincent Catholic Church 0 0 0

29 Gold Coast Hospital 0 0 0

30 Mermaid Beach Medical Centre 0 0 0

31 Broadbeach Bowls Club 0 0 0

32 Musgrave Hill Primary School 0 0 0

33 Gold Coast Institute of TAFE 0 0 0

34 Robina Hospital 0 0 0

35 Marymount College 0 0 0




0 1‐2 >1

37 C3 Church 0 0 0

38 Tugun Bowls Club 3+ 3+ 0


0 0 0


41 Coombabah State Primary School 0 0 0

42 Arundel State School 0 0 0 Table 61 Comparison N70 at reference locations ‐ Curfew

Figures 32 and 33 show the N60 and N70 contours for the proposed procedures during the

curfew period.

Figure 32 N60 contours Proposed procedures ‐ Curfew



Figure 33 Daily N70 Contours Proposed procedures ‐ Curfew

LAeqTable 62 compares the LAeqnight noise level at reference locations studied for the existing

VOR approach to Runway 14 at Gold Coast Airport with the proposed flight paths and air

traffic management procedures.



Number Reference Location LAeq at Reference Locations in dB(A) Existing Procedure (VOR) ‐ CURFEW

LAeq at Reference Locations in dB(A) Proposed procedures ‐ CURFEW

Change


<30 <30 n/a

2 Merrimac State High School <30 32 >2


<30 <30 n/a

4 Biggera Waters State School <30 <30 n/a

5 Labrador State School <30 <30 n/a

6 Southport State School <30 <30 n/a

7 Palm Beach Currumbin High 33 36 3


<30 39 >9

9 Miami State High School <30 40 >10

10 Broadbeach State School <30 33 >3

11 Benowa State School <30 <30 n/a

12 Caningeraba Primary School <30 <30 n/a


<30 <30 n/a

14 St Hilda School <30 <30 n/a

15 Bellevue Park State School <30 30 >1


<30 <30 n/a


<30 <30 n/a


<30 <30 n/a


<30 <30 n/a

20 Greek Orthodox St Anna <30 <30 n/a


43 43 <1*

22 Baptist Church Tugun 52 52 <1*

23 Catholic Church Tugun 44 44 <1*

24 Christ Church Currumbin 32 34 2


<30 <30 n/a

26 Uniting Church <30 30 >1

27 Presbyterian Church <30 <30 n/a

28 St Vincent Catholic Church <30 <30 n/a

29 Gold Coast Hospital <30 <30 n/a


<30 37 >7



31 Broadbeach Bowls Club <30 31 >1


<30 <30 n/a

33 Gold Coast Institute of TAFE <30 <30 n/a

34 Robina Hospital <30 <30 n/a

35 Marymount College <30 <30 n/a


30 43 13

37 C3 Church <30 <30 n/a

38 Tugun Bowls Club 50 51 1


<30 <30 n/a

40 The Salvation Army <30 <30 n/a


<30 <30 n/a

42 Arundel State School <30 <30 n/a

*Results reported as <1 rather than 0 due to rounding.

Table 62 Comparison LAeq at reference locations, Curfew

Figures 34 and 35 show the 30dB(A) and 40dB(A) LAeq contours for the existing and

proposed procedures during curfew.



Figure 34 LAeq contours ‐ Existing procedures, Curfew



Figure 35 LAeq noise contours proposed procedures ‐ Curfew

PopulationTable 63 compares the populations contained within each N60 noise event contour. This

contour has been calculated based on the curfew period of 11pm‐6am (Queensland time)

Contour (60+dB(A)) Population within Contour ‐ Existing Procedures CURFEW

Population within Contour Proposed Procedures CURFEW

Change

1 13,100 51,500 38,400

2 ‐3 9,200 35,850 26,650

3 + 4,550 6,800 2,250 Table 63 Comparison Population within N60 contours ‐ Curfew



Table 64 compares the population contained within the 30dB(A) and 40dB(A)noise contours.

Contour Population within Contour ‐ Existing Procedures NIGHT

Population within Contour – Proposed Procedures NIGHT

Change

LAeq 30dB(A) 16,050 77,850 61,800

LAeq 40dB(A) 5,700 24,150 18,450 Table 64 Comparison population within LAeq contours ‐ Curfew

CO2EmissionsInformation provided by Gold Coast Airport Limited indicates that up to 50 aircraft per year

divert to Brisbane or other airports due to the aircraft not being able to arrive at Gold Coast

Airport in poor weather conditions (with no ILS in operation). Most divert to Brisbane

because of proximity.

The distance between Gold Coast Airport and Brisbane Airport is 93.9km or 50.7nm. The

ICAO “rule of thumb” tool states that for each nautical mile of flight an aircraft will burn

11kg of fuel. Each 1kg of aviation jet fuel creates 3.16kg of CO2 when combusted.

Preventing these diversions would lead to a reduction in fuel and carbon emissions as shown

in Table 65.

Emissions analysis indicated that at present traffic levels up to 88,116.6 kg of CO2 may be

saved per year through prevention of weather related diversions.

Track Track

miles Km

Track miles

(nM)

Fuel

(kg)=nm*11

CO2 (kg)=

Fuel*3.16

Gold Coast to Brisbane (1

diversion) 93.9 50.7 557.7 1,762.3

Gold Coast to Brisbane (50

diversions /year) 4,695 2,535 27,885 88,116.6

Table 65 CO2 Emissions – Diversions



NaturalEnvironment

The potential natural environment impacts of the proposed ILS flight paths were

investigated by Airservices in line with its legislative obligations, environmental management

policy and procedures. Potential natural environment impacts of any on‐ground activities to

install the proposed ILS equipment are considered in the associated referral by Airservices

under EPBC s.68/160 for on‐ground works associated with the ILS, and the Gold Coast

Airport ILS MDP.

The following aspects of the natural environment were considered as part of this


• Habitat and ecosystem

• Wetlands of International Importance (RAMSAR)

• Threatened and/or vulnerable flora

• Threatened and/or vulnerable fauna

• World heritage matters

• National heritage matters

• Matters of indigenous cultural heritage

StudyArea

The study area shown in Figure 36 consists of the proposed flight paths, surrounded by

a 5km buffer. This area replicates the extent of the 30dB(A) LAeq noise contour – the

largest contour modelled in this Environmental Assessment; ensuring any areas

potentially affected by the noise of aircraft over flights as a direct result of

implementing the proposed procedure are considered.

The study area is 340km2 .



Figure 36 Study area for Natural Environment Analysis

HabitatandEcosystem

The Department of the Environment protected matters search tool was used to

determine the presence of listed threatened ecological communities within the study

area.

The search tool indicated that the Critically Endangered Lowland Forest of Subtropical

Australia may occur within the study area.

The Department of the Environment advice document

(http://www.environment.gov.au/biodiversity/threatened/communities/pubs/101‐

listing‐advice.pdf) indicates that lowland rainforest mostly occurs at altitudes greater

than 300m above mean sea level. A topographic map of the study area obtained from

Geoscience Australia (http://www.ozcoasts.gov.au/search_data/map_search.jsp#7)

indicates that the land areas under the proposed flight paths are below the altitude of

300m. This indicates that the critically endangered Lowland Forest of Subtropical

Australia is not likely to occur in the study area.



In addition, a report commissioned by Airservices in 2013 includes a field study of avian

fauna in the Gold Coast area, with particular focus on how birds respond to noise

disturbance from aircraft over flights. This field study focussed on the area of Fingal

Head, to the south of Gold Coast Airport, is referenced in this document, and is

Attachment 6 to this report.

Key conclusions from the study include:

Jet aircraft overflights are unlikely to have a negative effect on fauna at Fingal

Head as there is enough time between over flights to enable auditory

communication.

The night time curfew reduces the likelihood of impacts on nocturnal fauna

The high level of human activity on ocean beaches affects the suitability of the

area as a habitat for shorebirds

(Sandpiper Ecological Surveys, 2013)

WetlandsofInternationalImportance(RAMSAR)


determine the presence of listed Wetlands of International Importance (RAMSAR).

Moreton Bay is located approximately (50 km) north of the study area.

There are no RAMSAR listed wetlands within the areas potentially over flown or

impacted as a direct result of implementing the proposed ILS and associated approach

procedures.

Threatenedandvulnerableflora


determine the presence of listed threatened and vulnerable flora. A total of 19 species

were found and are shown in Table 66.



THREATENED AND VULNERABLE FLORA

Species Status Potential Impact

Acacia Attenuata

(Whipstick Wattle)

Vulnerable

The Australian Government Department of

Environment (DOE) website lists a number of factors

that may impact on threatened and vulnerable flora.

These include

vegetation clearing,

habitat fragmentation,

climate change and

fire management.

Aircraft noise and associated pollution from over

flights has not been indicated to be recognised as a

potential threat to threatened and vulnerable flora

species.

Acronychia littoralis

(Scented Acronychia)

Endangered

Allocasuraina defungens

(Dwarf Heath Casuarina)

Endangered

Arthraxon hispidus (Small

Carp grass)

Vulnerable

Baloghia marmorata

(Marbled Balogia)

Vulnerable

Bosistoa selwynii (Narrow

Leaved Backhousia)

Vulnerable

Bosistoa transversa (Three

leaved Bosistoa)

Vulnerable

Cryptocarya foetida

(Stinking Crypotacarya)

Vulnerable

Cryptostylis hunteriana

(Leafless Tongue Orchid)

Vulnerable

Diploglottis campbellii

(Small Leaved Tamarind)

Endangered

Gossia fragrantissima

(Sweet Myrtle)

Endangered

Hicksbeachia pinnatifolia

(Monkey Nut)

Vulnerable

Macadamia integrifolia

(Macadamia Nut)

Vulnerable

Persicaria elatior

(Knotweed)

Vulnerable

Phaius australis (Lesser Endangered



Swamp Orchid)

Randia moorei (Spiny

Gardenia)

Endangered

Streblus pendulinus (Siah’s

Backbone)

Endangered

Syzygium hodgkinsoniae

(Smooth Bark Rose‐Apple)

Vulnerable

Syzgyium moorei

(Watermelon Tree)

Vulnerable

Table 66 Listed Flora Species, status and general comment on potential impact


determine the presence of listed threatened and vulnerable fauna. A complete list of

threatened and vulnerable fauna located within the study is provided in Attachment 7

to this document. There are 75 listed species; which have been treated according to

the following categories:

• Birds (including migratory birds)

• Fish

• Frogs

• Insects

• Mammals (excluding cetaceans)

• Cetaceans (including migratory whales)

• Reptiles

• Sharks

AircraftNoise

In 2013 Airservices commissioned a report titled “Impacts of Aircraft Noise on

Threatened and Migratory Fauna, Gold Coast Airport.” This report was completed by Dr

David Rohweder of Sandpiper Ecological Surveys. A copy of this report is provided in

Attachment 7 to this document.

This report included a field study of the area immediately surrounding Gold Coast

Airport, along with a literature review to determine potential effects of aircraft noise on

fauna – in particular avifauna.

This report (Sandpiper Ecological Surveys, 2013) described the area immediately to the

north of Gold Coast Airport, over which the proposed ILS flight path(s) may track as

‘urban’.



The report indicates that the potential impact of noise on wildlife may be impacted by

the following factors:

• Sound Pressure Level (dB(A))

• Frequency (Hz)

• Intensity (energy/unit area)

• Occurrence (events/unit time)

• Duration (time period)

• Proximity

• Other factors including movement and light potentially associated with aircraft

movements.

(Sandpiper Ecological Surveys, 2013)

Scientific literature has indicated that wildlife populations, in particular birds can

habituate to noise, including aircraft noise. As indicated by Sandpiper Ecological

Surveys, 2013

“In a local example, Lewis (2003) found that eastern curlew (Numenius madagascariensis) roosting at the end of the Gold Coast Airport Runway did not respond to passenger jets taking off and landing immediately over‐head. In the Richmond Estuary, also in northern NSW, migratory shorebirds roost near a busy road and near the end of Ballina Airport Runway (pers obs).”

This may indicate that birds located in the immediate vicinity to Gold Coast Airport are

habituated to aircraft noise.

Information regarding frog life in the vicinity of Gold Coast Airport was also reported on

by Sandpiper Ecological Surveys (2013)

“Abundance of wallum sedge frog and wallum froglet was monitored for the Tugun Bypass, although sampling has not occurred over a sufficient timeframe to identify population trends. Comparison of maximum counts in 06/07, 2008 and 2010 showed no change (Sandpiper Ecological Surveys 2010). Frogs may be susceptible to noise if there calls overlap with the frequency of background noise (Hererra‐Montes & Aide 2011). Tusked frog is the only species whose call may overlap with jet noise. The remaining species have higher frequency calls, although calls are masked by jets taking off (pers obs). At present levels the gap in noise between jet movements is sufficient for calling to be effective. The reduced number of flights at night ensures there is ample calling time.” (Sandpiper Ecological Surveys, 2013)

This may indicate that the 11pm to 6am curfew (Queensland time) is an important

factor in preserving the calling time of frog populations in the Tugun region, north of

Gold Coast Airport. Should jet traffic numbers arriving to Runway 14 increase

substantively, the time gap between jet arrivals may decrease, providing reduced

opportunities for the Tusked Frog to call. The Tusked Frog is classified as “Near

Threatened”.



The Proposed ILS and air traffic management procedures require aircraft to track

overhead the Australian Whale Sanctuary. All cetaceans (whales, dolphins and

porpoises) within the Australian Whale Sanctuary are protected.

Published literature (Luksenburg and Parsons, YEAR MISSING) states

“The sound pressure levels produced by even small‐sized aircraft may be extremely high…. And thus could have profound effects on cetacean populations near e.g. airports and along busy flight trajectories.”

A study by (Richardson et Al 1985, in Luksenburg and Parsons, YEAR MISSING) indicates

the range of cetacean responses to aircraft noise can include:

• No noticeable response

• Active avoidance of aircraft (diving, moving away)

• Reduced respiration frequency

• Breaching

• Tail slapping

This research also indicated that factors correlated with an increased response to the

stimulus of aircraft noise included:

• Small pod size, or individuals

• Cetacean resting at the time of stimulus

• Travelling at time of stimulus (dolphins only)

• Low aircraft altitude

• Life stage – juvenile cetaceans are more likely to exhibit an increased response.

There is a lack of information on the potential impacts of aircraft noise on cetacean

population, reproductive success, survival, communication or migratory patterns.

The proposed ILS and associated air traffic management procedures will not increase

aircraft movements over the designated Australian Whale Sanctuary. It is considered

highly unlikely that any adverse impact upon cetaceans will result from implementation

of such procedures.

BirdStrike

A bird strike is a collision between an aircraft and avian fauna; including birds and bats.

Bird strikes most commonly occur within the vicinity of the Runway, on both arrival and

departure, and are fatal to the fauna.

The number of bird strikes at a particular airport location can be driven by the following

factors:

Time of day of aircraft arrivals and departures and circadian rhythm of local

avifauna



Grass length surrounding Runway – for grassland nesting bird species

Time of year/ season

Bird population – including numbers and species

Aircraft traffic numbers

As the proposed implementation of an ILS at Gold Coast Airport may result in a marginal

increase in traffic numbers there is a limited potential for an increase in the number of

bird strikes at Gold Coast Airport.

The total number of bird strikes for the two years (2010‐2011) at Gold Coast Airport

approached 100 strikes. The number of strikes, strike rates for Gold Coast Airport and

bird species involved are shown in Table 67 to Table 70. Only bird strikes that occurred

within the airport boundary have been included. The data indicate an overall increase in

the bird strike rate at Gold Coast airport since 2002.

Table 67 shows the rate of bird strikes each year at Gold Coast Airport (inside

aerodrome confines) per 10,000 movements (including all arrivals and departures),

2002 to 2011.

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Average

2.32 3.55 1.71 3.73 3.82 4.53 2.12 2.40 5.12 5.26 3.46

Table 67 Rate of bird strikes per 10,000 movements

This data shows that the rate of bird strikes at Gold Coast Airport has increased since 2002. As the figures are a rate of bird‐strikes per 10,000 aircraft movements it is considered unlikely that an increase in traffic levels in and of itself is the likely cause of this increase.

Figure 37 shows the rate of bird strikes per 10,000 movements per calendar year from 2002 through to 2011 with the average annual rainfall (in metres) for Gold Coast Airport.



Figure 37 Rate of bird strikes and average annual rainfall, Gold Coast Airport

Figure 37 indicates that there is potentially a correlation between bird populations and

average annual rainfall in the one to two years preceding, indicating that rainfall may be

correlated to creating conditions favourable for bird populations, such as abundance of

plant or insect life; and that the increased rate of bird strikes may be attributable to an

increase in bird population on or near Gold Coast Airport. Further research would be

required to test these observations.

Table 68 shows the number of bird strikes at Gold Coast Airport and their location for

the years 2002 to 2011.

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Total

Aerodrome

Confines

19 31 15 35 27 31 30 32 51 48 319

5‐15 Km 4 4 8 7 9 0 0 0 1 2 35

> 15km 0 1 1 0 0 0 0 0 0 0 2

Unknown 0 0 0 0 0 0 0 0 0 1 1

Table 68 Number of bird strikes

0

1

2

3

4

5

6

1 2 3 4 5 6 7 8 9

Bird Strikes/ 10,000movements

Annual Rainfall (m)



As shown in Table 68, the increased rate in bird strikes is largely attributable to a greater

number of on‐airport bird strikes.

Figure 38 graphically represents the information shown in Table 68.

Figure 38 Bird Strikes at Gold Coast Airport by location

Figure 38 indicates that the increase in bird strikes on Gold Coast airport has been driven

largely by an increase in on‐airport bird strikes, largely during the years 2005 through to

2007. This may indicate that the increased rate of bird strikes at Gold Coast Airport is

correlated with an increase in local bird populations, potentially on the Airport itself.

Table 69 shows the number of damaging (serious and minor damage) bird strikes by bird

type, operation type 2002 to 2011.

0

10

20

30

40

50

60

1 2 3 4 5 6 7 8 9 10

Aerodrome Confines

5‐15 Km

> 15km

Unknown



Bird Type High capacity Air

Transport

Low Capacity Air

Transport

General

Aviation

Military Unknown

Bat/Flying

Fox

2 0 0 0 0

Duck 2 0 0 0 0

Eagle 0 0 1 0 0

Table 69 Number of damaging bird strikes by bird type

Table 69 indicates that bats, flying foxes and ducks are the most likely avifauna species to be

involved in a bird strike incident causing damage to the aircraft, although numbers are very

low. During December and January migratory flying foxes transit from the Northern

Territory south to the Gold Coast returning north at the end of January.

Table 70 shows the number of damaging (serious and minor) strikes at Gold Coast Airport,

departing and on approach (including those further than 15 kilometres from an aerodrome)

by operation type, 2002 to 2011.

Operation Type 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

High Capacity air transport 0 0 0 1 0 2 2 0 2 1

General Aviation 0 0 0 0 1 0 0 0 0 0

Table 70 Number of damaging bird strikes by operation

WorldHeritageMatters

The Department of the Environment protected matters search tool was used to determine

the presence of listed world heritage matters. There are no world heritage matters listed in

the study area according to the Department of the Environment protected matters search

tool.



NationalHeritagePlaces


the presence of listed national heritage places. There are no national heritage places listed

in the study area according to the Department of the Environment protected matters search

tool.

MattersofIndigenousculturalheritage

The Yugambeh people are acknowledged as the traditional custodians of the Gold Coast

region over which the proposed flight paths may track. Services to the indigenous

community in the Gold Coast Region are administered by the Kalwun Development

Corporation. The Jellurgal Aboriginal Cultural Centre, located in Burleigh Heads provides

cultural education and information to the general public.


the presence of listed matters of Indigenous cultural heritage.

The following locations were listed:

Kombumberri Park – is listed as an indicative place. The Kombumberri park

location currently includes mixed amenity use, including sports fields.

Maybree Fishtrap – is listed as an indicative place.

Burleigh Mountain Dreaming Place – is listed as Registered, and located within

the Burleigh Head National Park. Daily tours to the Burleigh mountain

dreaming place are offered to visitors through the Jellurgal Aboriginal Cultural

Centre. The location also includes middens.

Jebbribillum Bora Ground – is listed as Registered, and includes the Jebbrillum

Bora Park at Miami, and the Bora Memorial Rock – the first Queensland

memorial dedicated specifically to honour Indigenous persons in Australia’s

defence services. The Jebbribillum Bora Ground is located adjacent to the

Pacific Highway.

Findings–MattersofNaturalEnvironmentalSignificanceNo matters of potential significance have been identified in the desk top review of matters

of Natural Environmental Significance.



CommunityConsultation

The ‘Airservices commitment to aircraft noise management’ (November 2013) states that

Airservices is “committed to minimising, and where possible, reducing the impact of aircraft

noise, with a view to achieving world’s best practice in aircraft noise management”. It is

further stated that, “Our long‐term goal therefore, is to minimise and where possible,

reduce the impact of aircraft noise. This includes collaboration and consultation with the

community and aviation industry on proposed air traffic changes as well as working with

them to explore and employ smarter operating solutions”. Five key principles are:

Proactive community engagement, consultation and information

Collaborative stakeholder engagement within the aviation industry on aircraft noise

Alignment of actions and processes to the International Civil Aviation Organization

(ICAO) Balanced Approach to Noise Management

Innovation and technology development within Airservices and across the industry

to reduce the impact of noise

Independent validation and international benchmarking of our processes and

actions

In working towards achievement of the above commitments, Airservices works with

Community Aviation Consultation Groups (CACGs) to provide an effective avenue for local

community engagement on airport planning and operations, including aircraft noise. At Gold

Coast Airport, the membership of the CACG includes the airport, airlines, federal and state

MPs, local councils, federal and state government departments, local business groups and

local community representatives. Airservices is not a formal member of CACG, but attends

meetings in a technical advisory capacity. Airservices uses the CACG as the primary

consultation forum on potential changes to flight paths as well as on technical reviews, such

as noise monitoring and noise abatement procedures. Over the last eighteen months,

Airservices has consulted with the CACG on a short‐term noise monitoring program around

Gold Coast Airport and on potential noise improvement measures.



NoiseManagementPlan/NoiseMitigationStrategyA number of noise abatement procedures (NAPs) are in place at Gold Coast Airport to

reduce the impact of aircraft noise on residential areas. NAPs are implemented by air traffic

control (ATC) but their use is not mandatory and is subject to weather conditions and

aircraft requirements. Aircraft safety is the pilot’s priority at all times.

The existing NAPs (refer also Attachment 2) at Gold Coast Airport include:

o When weather conditions permit, Runway 14 is preferred for both landing and take‐

off (all hours). This means that aircraft take off to the south and land from the north.

o For arriving aircraft, maximum use of overwater tracking is utilised until aircraft are

established on their final approach course.

o For departing aircraft, airlines operate under procedures to make use of power and

flap settings in order to satisfy the noise abatement objectives.

In 2012, Airservices undertook a review of Gold Coast Airport NAPs which found that there is

a high level of compliance with the current NAPs. However, it recommended that some

amendments be investigated. As a result of this, in July 2012 jet departures from Runway 32

to destinations to the south began following a flight procedure which is designed to take

them over water as soon as possible. An amendment to the Runway 14 departure procedure

for jets has also been trialled, seeking to avoid residential areas as far as possible.

Along with Gold Coast Airport and airlines, Airservices has proposed draft NAPs (Refer

Attachment 4) for use of the proposed ILS. These will be available as part of the community

engagement material that has been produced by Airservices and will be discussed with the

community (including through the airport Community Aviation Consultation Group). They

will be finalised by the time the proposed ILS becomes operational.

NoiseMonitoringAirservices has operated noise monitors around Gold Coast Airport since 1995. There are

currently two permanent noise monitors located under flight paths, one to the north of the

airport (at Tugun) and one to the south (at Banora Point). Data from these monitors is

available in near real‐time on WebTrak and in Airservices’ quarterly Noise Information

Reports.

Airservices reviewed the monitoring network at Gold Coast in 2012. This concluded that the

noise monitors are well‐located. It also recommended locations for short‐term monitoring,

which would supplement the data from the permanent monitors. Airservices publishes

reports on these short‐term deployments.



Airservices will analyse data from the Tugun noise monitor as well as possible short‐term

monitors, to assess the noise impact of the proposed ILS. This analysis will be included

within the Post Implementation Review, which Airservices will carry out around a year after

installation of the proposed ILS.

ComplaintsHandling

Airservices manages complaints and enquiries about aircraft noise and operations through

its dedicated Noise Complaints and Information Service (NCIS). The service is the Australian

aviation industry’s main interface for the community on aircraft noise and related issues.

Complaints can be made on‐line, by e‐mail, by phone, in writing or by fax.

Analysis of complaints and enquiries focuses on the number of complainants and the issues

raised by them, rather than the number of contacts received from an individual. The data is

used to identify systemic problems, provide guidance for government departments in

developing aviation policy and provide other aviation agencies (such as the Civil Aviation

Safety Authority) and industry bodies (such as airports) with information on community

concerns. Data about complaints is included in Airservices’ quarterly Noise Information

Reports.

Should a complainant be dissatisfied by the way that Airservices has dealt with a complaint,

they may contact the Aircraft Noise Ombudsman (ANO). The ANO conducts independent

administrative reviews of Airservices management of aircraft noise‐related activities,

including, the handling of complaints or enquiries made to Airservices about aircraft noise,

community consultation processes related to aircraft noise and the presentation and

distribution of aircraft noise‐related information.

The NCIS has been fully briefed on the Gold Coast Airport ILS proposals, and will respond to

queries from the public during and after the engagement process. Airservices will provide

feedback on this engagement process to Gold Coast Airport at its conclusion. In addition,

complaints data will be included within the Post Implementation Review, which Airservices

will carry out around a year after installation of the proposed ILS.

Auditingofcompliance Airservices undertakes NAP reviews and reports these to the community at regular

meetings. These reviews seek to accurately identify the nature, extent, and cause, of any

non‐compliance with NAPs, and to then specify improvement opportunities or corrective

actions. It is anticipated that a NAP review would be conducted no later than 18 months

following implementation of the proposed ILS, following the initial implementation phase

and period of operations.



CommunityConsultationAviationGroup

Airservices attends meetings of the Gold Coast Community Aviation Consultation Group

(CACG), which are held every three months. At the meeting on 26 March 2014, Airservices

showed a map of the current arrival flight paths for Runway 14 and the proposed ILS flight

path. The community consultation process was broadly outlined and feedback sought on it,

noting there will be information made widely available and community information sessions

will be held as required. Airservices will brief the Gold Coast CACG on progress during the

engagement process for the ILS proposals.

Findings–CommunityConsultationThe proposed ILS would be subject to extensive Community Relations should it proceed, to

ensure community noise issues are understood and responded to appropriately. Where

required external auditing and review will be provided by the Aircraft Noise Ombudsman

(ANO).



Conclusion

The Environmental Assessment has been undertaken based upon modelling drawn from

actual operations at the Gold Coast Airport in the midnight 1 June 2012‐midnight 1 June

2013 period. This includes data for the busiest day recorded, the noisiest and most frequent

aircraft types visiting the airport, the air traffic split between arrivals from the northern and

southern ports, and existing community noise impacts arising from these operations.

The above information has been supplemented with operational data supplied by Gold

Coast Airport, this includes: airport growth projections, and expected ILS usage rates.

This Environmental Assessment identifies that most communities located to the north of

Gold Coast Airport will experience little change in average noise from aircraft overflights as a

result of aircraft making ILS approaches, and has identified three broad Regions of potential

impact (refer Figure 39 and Table 71)‐ noting these are the same as Figure 1 and Table 1;

repeated for ease of reference.

For Regions 1 and 3 it has been concluded that there is no or limited change in aircraft noise

levels as a result of the proposed ILS.

For Region 2 (including: Burleigh Heads, Currumbin, Palm Beach, Miami, Broadbeach, Surfers

Paradise and Mermaid Beach) it has been shown that the proposed ILS is likely to result in

increases to maximum noise levels, the number of noise events and average noise levels

that exceed a number of the threshold criteria outlined in the “Modelling Thresholds”

section of this Environmental Assessment. For this reason it is concluded that referral to the

Minister for Environment for consideration under Section 160 of the Environment Protection and Biodiversity Conservation Act 1999 (Cth) is required.

Note: Surfers Paradise straddles Regions 2 and 3.



Figure 39 Regions of environmental impact

Region Population 1 11,150 2 59,950 3 197,150

Table 71 Population within regions of impact

The Environmental Assessment has shown that there are minor impacts arising during

Curfew (11pm‐6am Queensland Time) due to low numbers of aircraft movement – below

threshold criteria outlined in (Section) of this Environmental Assessment. There are no

planned changes to the Gold Coast Airport Curfew associated with this proposal, or with the

planned MDP by Gold Coast Airport Limited.



The Environmental Assessment includes a review of the Natural Environment and Heritage.

No matters of potential significance arising from the proposed ILS have been identified.

ManagementPracticeThe Environmental Assessment shows that the way in which Air Traffic Control manages

aircraft operations using the proposed ILS will be the most critical determinant in actual

noise outcomes for communities under the proposed flight paths and procedures.

For this reason, Airservices is committed to the amendment of existing NAPs at the Gold

Coast Airport (noting that they have been shown to operate with high rates of compliance),

requiring that under flight paths and procedures associated with the proposed ILS:

“All aircraft will be required to remain on or east of Runway 14 centreline wherever possible when utilising the proposed ILS and associated air traffic management procedures.”

This will ensure that to the maximum extent possible all aircraft arrivals on the proposed ILS

are offshore and thereby reduce potential community impacts arising from operations of the

proposed ILS.

Further, this Environmental Assessment includes detailed provisions relating to Community

Consultation, including:

Noise Management Plan/Noise Mitigation Strategy

Noise Monitoring (and reporting)

Complaints Handling

Compliance Auditing

Community Consultation Aviation Group (ongoing commitments) A draft NAP has been prepared to assist in achieving the above outcomes; and is Attachment

4 to this Environmental Assessment. 12

111 2



AttachmentsAttachments provided under separate covers.

Attachment1–ExistingGoldCoastNAPsandLOA

Attachment2–DraftILSprocedureplate

Attachment3–DraftSTARviaKEGAN

Attachment4–DraftproposedGoldCoastNAPsandLOA

Attachment5–MapofGoldCoastRegionPlanningZones

Attachment6–ImpactsofAircraftnoiseonThreatenedandMigratoryFauna–FingalHead*

Attachment7–EPBCActProtectedMattersReport

Attachment8–ImpactsofAircraftnoiseonThreatenedandMigratoryFauna–GoldCoastAirport*

Attachment9‐EnvironmentPolicy

*Available on request

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