Pre-consultative Draft. Guidelines for Aircraft Access. Canterbury Conservancy

Transcription

1 Pre-consultative Draft Guidelines for Aircraft Access Canterbury Conservancy Produced by Canterbury Conservancy Office Department of Conservation Private Bag 4715 DOCDM Page - 0 -

2 FOREWORD These draft guidelines have been made available for your comment in advance of being formally notified as a part of the Canterbury Conservation Management Strategy (CMS). The CMS process will change the nature of this document from a guideline to a statutory framework. Your attention is drawn to the concept of zoning the public conservation land within Canterbury along a spectrum of aircraft use to provide for areas with high natural quiet and areas where aircraft use is more frequent and the natural quiet values are fewer. This zoning exercise reflects the statutory requirements of existing management plans and the application of recreational planning principles. The restricted zone provides for high levels of natural quiet with aircraft use permitted only for management purposes, the effective removal of large numbers of wild animals and, in some very limited situations, commercial use. The frequent zone provides for open aircraft access. While the zoning proposes no overall limits on the type of activity, the number of aircraft or the number of landings; individual concession applicants will need to demonstrate demand for the numbers they propose and concession conditions will provide for limits at a concession level. Two other zones have been designed to provide for an intermediate category/use. The seasonally frequent zone is intended to cater for winterbased intensive aircraft use activities, heli-skiing and heli-hunting The limited zone is intended to provide for a modest level of aircraft use, while protecting most of the values of natural quiet. You are invited to send us your views on any matters of interest to you in this draft. In particular, we want to hear your views on the proposed zoning framework. Are all the zones needed? If not, which zones could be amalgamated or changed? Do the limits proposed for those zones make sense and does the way the zones have been applied across the landscape of public conservation land reflect your interests and concerns? There is no closing date for receiving your views. This pre-consultative draft is a working document that will form a part of the draft Canterbury Conservation Management Strategy. You are advised to refer to the Canterbury Conservancy CMS section of the department s website for further information. This site can be found at Mike Cuddihy Conservator, Canterbury Conservancy DOCDM

3 Contents 1. Introduction 1 2. Objectives of the guidelines 2 3. Statutory framework 3 4. Links to strategic documents 3 5. Background/present situation 4 6. Issues 5 7. The Management framework and concessions processing system 7 Restricted 9 Limited 10 Seasonally frequent 11 Frequent Concession management Aircraft-landing application processing Heli ski management Activities that require a Wild Animal Recovery Concession and Permit (WARO) Quieter aircraft Monitoring Implementation References Appendices 26 Appendix 1 Strategic documents 26 Appendix 2 Area aircraft-landing maps 32 Appendix 3 Catchment-planning model maps 36 Appendix 4 Zone justifications 40 DOCDM

4 1. Introduction The responsibility for managing aircraft 1 activities lies with a number of different organisations, including the Department of Conservation (DOC), the Civil Aviation Authority (CAA), district councils, and Land Information New Zealand (LINZ). The department manages aircraft landings where they occur on public conservation land. The Civil Aviation Authority (CAA) is responsible for aircraft and passenger safety and for over flights and flight paths. While the department has no direct control of over flights and flight paths, it advocates for the avoidance, remedying, or mitigation of the effects of over flights in areas where aircraft activities may impact on public conservation land values, e.g. biodiversity, cultural, or recreational values. District councils may control aircraft landing sites and noise through Resource Management Act land-use rules in district plans. This control may apply to lands managed by the department when provided for in the relevant provisions in district plans. LINZ issue recreation permits to control aircraft landings on pastoral lease, pastoral occupation licence, or Crown land that is not subject to any lease or licence, e.g. some riverbed areas. Recreation permits allow for commercial use of such land for recreation, tourist, accommodation or safari activities under section 66A Land Act (Land Information New Zealand, 2000a:5). The department has the opportunity to comment on recreation permit applications submitted to LINZ. Recreation permits must be reviewed upon transfer of the land on which they apply, for example through land-tenure changes as a result of the tenure review process (Land Information New Zealand, 2000b:13). Aircraft access guidelines are required by Canterbury Conservancy to provide a consistent and robust approach to the management of aircraft landings throughout the conservancy. They are also required as an advocacy tool to facilitate communication with the users of public conservation land, the aircraft industry, and other organisations involved in the management of aircraft activities. These guidelines were initially developed to expand on the provisions of the Canterbury Conservation Management Strategy CMS (Department of Conservation, 2000). They are now intended to be integrated into the CMS planning process that is currently under way. 1 The term aircraft in these guidelines refers to fixed-wing and rotary-wing aircraft, microlights, balloons, and gliders as defined in the Civil Aviation Act DOCDM Page 1

5 These guidelines do not replace aircraft-management provisions in the Aoraki/Mount Cook National Park or Arthur s Pass National Park plans. However, they are cognisant of the management plans for these protected areas and apply zones that reflect the provisions of these plans. This allows for a comprehensive and accurate representation of the overall range of aircraft activity levels throughout the conservancy. The guidelines only consider public conservation land as of June However, they are mindful of possible tenure review protected areas that may come to department administration, and provide criteria for consideration of how such land will be managed. The department wishes to see public land managed in a way which will best accommodate the range of recreational experiences sought by all the user groups. The primary aim of these guidelines is to contribute to a range of recreational opportunities, allowing for aerial access to public conservation lands where appropriate, while at the same time avoiding or minimising aircraft disturbance to certain recreational opportunities or biodiversity values. These guidelines clearly identify those public conservation lands where aircraft access will not be allowed and where it will be permitted with appropriate restrictions. 2. Objectives of the guidelines 1. To provide a philosophical and practical framework for the management and control of aircraft landings on public conservation land administered by the department within Canterbury Conservancy 2. To manage and control aircraft landings to provide a comprehensive range of desired recreational experiences, and to minimise conflict between those recreationists who use aircraft and those who do not wish to experience aircraft. 3. To provide guidelines on appropriate types and levels of aircraft landings for identified areas. 4. To assist in establishing clear expectations on the part of aircraft operators and visitors in relation to the presence or absence of aircraft, and in relation to whether or not landings are likely to be permitted. DOCDM Page 2

6 3. Statutory framework The department, acting under delegated authority from the Minister, manages aircraft landing concessions under provisions of the National Parks, Reserves and Conservation Acts, in accordance with Part IIIB of the Conservation Act (in particular section 17ZF). All aircraft require a concession to land on or take off from any site within a conservation area that is not a certified aerodrome, other than for search and rescue, department management purposes, emergency situations, or maritime navigational-aid management. The term landing is defined in section 17ZF of the Conservation Act to include the hovering of any aircraft and the setting down or taking on of goods or persons from an aircraft. Any person who contravenes or fails to comply with the provisions of section 17ZF of the Conservation Act, commits an offence against the Act as stated under section 39(1) (b) (ba). 4. Links to strategic documents These guidelines emanate from other strategic planning documents produced by the department. These documents are the Statement of Intent (Department of Conservation 2009a), Visitor Strategy (Department of Conservation, 1996), the Canterbury Conservation Management Strategy (Department of Conservation, 2000), and the Conservation General Policy (Department of Conservation, 2006a). These strategic documents have shaped the formation of these guidelines as they provide the philosophy that sets management direction. The pertinent sections of these documents are provided in Appendix 1. DOCDM Page 3

7 5. Background/present situation Demand for aircraft use on public conservation land exists primarily in the Southern Alps/Kä Tiritiri o te Moana backcountry. The aircraft-supported recreation industry is recognised as a legitimate and significant user of backcountry areas. Aircraft users include guided sightseeing parties, heliskiers, heli-hunters and guided and non-guided recreationists being positioned or collected. Scenic flights and landings and the positioning of recreationists can occur throughout the conservancy on a frequent, seasonal basis or occasional basis. Aircraft may be used to service utilities such as radio repeaters, weather stations and rain gauges, to access remote research sites or to service facilities. Wild-animal recovery operations in a number of locations throughout the conservancy use aircraft for animal-control purposes. Heli-hunting as a recreational activity in its own right, is a current issue being considered through the concessions process. The Department of Conservation also uses aircraft for conservation management purposes. It is acknowledged that aircraft may land anywhere on public conservation land for management or search and rescue purposes, irrespective of the zones applied within these guidelines. DOC managers will endeavour to adhere to the zones as much as possible when using aircraft associated with conservation activities, and to consider the effects of aircraft and ways to avoid, remedy, or mitigate those effects. The areas in and around Aoraki/Mount Cook National Park (AMCNP) are the focus for the bulk of Canterbury Conservancy s aircraft activity. Aircraft activity occurs in AMCNP for scenic flights and landings, and the positioning of climbers, ski-tourers, and hunters. Aircraft use within Aoraki/Mount Cook National Park is controlled by provisions in the park management plan. The zones applied under these guidelines do not replace or override the national park plan provision, but are reflective of those provisions in order to complete the overall picture of aircraft activity within the conservancy. In contrast, Arthur s Pass National Park is characterised by minimal aircraft activity, with no traditional use of aircraft. The park is easily accessed by road and rail, and reasonably accessed by foot. The park is managed largely free of aircraft operations not directly concerned with park management or essential needs associated with utility and other services. The restricted zone shown in these guidelines reflects of the tradition of an aircraft-free environment in Arthur s Pass National Park. However, this zone does not replace or override the plan provisions which do allow for some aircraft activity within the park. DOCDM Page 4

8 Landings on public conservation land are managed by using concessions for regular or irregular landings for specific activities such as scenic landing, heliskiing or the positioning of recreationists, or by one-off aircraft landing permits for occasional landings for specific purposes at specific sites. Both commercial and non-commercial aircraft landings require a concession or landing permit. The department has no control over scenic flights that do not land on conservation land. However, use of appropriate flight paths that minimise noise effects on other users are encouraged through concession conditions and advocacy work with the aircraft industry. The department recognises that there is a significant demand for air access into parts of the backcountry, particularly for international tourists. More recently, concession applications illustrate an increasing interest in the use of public conservation land for heli-skiing, scenic landings and heli-hunting in locations where these activities have not previously occurred or been fully considered and authorised. Increasing tourist numbers, as indicated by tourism forecast reports (Ministry of Tourism, 2007a, 2007b), and wider shoulder seasons are partly responsible for an increase in the number of landings being applied for at traditional scenic landing sites. This increase in interest is raising issues of conflict with other recreationists who are seeking public conservation areas where natural quiet can generally be guaranteed. 6. Issues The demand for aircraft access to public conservation land is creating a range of management issues for the department. The main conflict arises from the effect of aircraft noise on recreationists who seek a high natural-quiet experience (Booth et al., 1999; Tal, 2004). Natural quiet is a resource that requires recognition and protection, and is identified in the department s Visitor Strategy (Department of Conservation, 1996:36) (see Appendix 1 for details). The direct effects of aircraft on visitors are both aural and visual. Noise, however, is the primary effect. Research has found that many visitors noted that aircraft they could see but not hear (such as gliders) were acceptable in natural settings (Booth et al., 1999). Some visitors, because of their philosophical stance, are against aircraft in natural areas irrespective of effects. Many visitors to public conservation lands visit these areas to have a change from their urban environment and pursue interests related to the outdoors. Public conservation lands provide opportunities for natural quiet, defined as the natural ambient conditions or the sound of nature (Department of Conservation, 1996). The use of aircraft can conflict with other recreational users such as trampers, ski-tourers, mountaineers and anglers in locations where freedom from mechanised intrusion is sought. DOCDM Page 5

9 Both over-flights and actual landings impinge on natural quiet values and can diminish the on-ground visitor experiences for those who expect a high level of natural quiet (Booth et al., 1999; Tal, 2004). Some visitors seek aircraft-free areas, away from aircraft noise and free of the presence of recreationists using aircraft. Visitors arriving by air can encroach on the experience of others who access remote areas on foot and gain an experience that is special because of the effort required. The demand for scenic landings at certain sites is highlighting issues relating to the cumulative effects of aircraft noise. Applications for new activity types or for aircraft activity in new places are placing demands on areas where natural quiet is highly valued. New geographic areas, some recently added to public conservation land through the tenure review process, are being applied for. This can have the effect of displacing other users or creating impacts on adjoining areas of public conservation land. These guidelines provide a context to consider new applications so that issues and effects of aircraft landings can be fully understood. It is necessary to consider aircraft activity throughout the conservancy in order to understand how each application contributes to overall issues and effects. These guidelines provide for a range of opportunities to ensure that the needs of different recreational users can be met. DOCDM Page 6

10 7. The management framework and concessions processing system This section prescribes aircraft zones based on the legislative framework, the values of the land, and the reasons why the land is managed. Areas within the Canterbury Conservancy have been classified using the Recreation Opportunity Spectrum ROS (Taylor, 1993) which zones the type of recreation experience available in different ROS classes. ROS is one of the factors used to help inform what aircraft zone a geographic area may receive and how that area should be managed. Other factors that are considered include natural and recreation values, current and historic aircraft activity, and other recreational use and opportunities (for more details, see the criteria provided in Section 11, Implementation). These guidelines provide a framework to inform the administration and management of aircraft operations on public conservation land. Visitor reactions to aircraft depend on a number of factors such as attitudes, expectations, previous experience, the activity being carried out, the setting, the purpose of the aircraft flight and proximity to aircraft (Booth et al., 1999). If natural quiet is an important part of a visitor s experience, they can select areas to visit where they are able to receive natural-quiet experiences that meet their expectations. A spectrum of natural-quiet opportunity underpins these guidelines. In essence this aircraft management framework provides a natural-quiet disturbance spectrum. It is acknowledged that aircraft may land anywhere on public conservation land for management or search and rescue purposes. DOC managers will endeavour to adhere to the zones and recommended landing frequencies as much as possible when using aircraft associated with conservation activities, and to consider the effects of aircraft and ways to avoid, remedy, or mitigate those effects. These guidelines present zone descriptions, zone maps, and zone justifications to provide a transparent and comprehensible framework for use by concession-processing staff. The framework will also inform recreationists and existing or potential concessionaires about aircraft management in different places. The proposed zones are restricted, limited, and frequent. A seasonally-frequent zone overlays some parts of the limited zone, indicating where frequent landings may be suitable on a seasonal basis only. DOCDM Page 7

11 The zones 2 are applied to protect the values associated with different places, and to provide for a range of opportunities throughout the conservancy. The relationship between natural quiet and the aircraft landing zones is shown in Figure 1. The restricted zone allows the least disturbance to natural quiet, while the frequent zone allows for greater disturbance to natural quiet. The limited zone allows for high levels of natural quiet for the majority of the time while the seasonally-frequent zone allows for a greater disturbance to natural quiet for certain time periods, while allowing for infrequent landings outside of the frequent season. Application of this framework provides opportunities for air access and associated activities in some areas while protecting natural quiet in other areas to allow for activities in an environment undisturbed by the sights and sounds of aircraft and their associated activities and users. It is not intended that particular zones be consistently applied to specific types of areas, but rather that a range of opportunities is allowed for across the conservancy. The different zones are described in the following section, and Table 1 provides a summary of the aircraft-landing zones and their associated features. The implementation of the framework is described in section 11. High natural-quiet values Low natural-quiet values Restricted Limited Seasonallyfrequent Frequent FIGURE 1 THE RELATIONSHIP BETWEEN NATURAL QUIET AND THE AIRCRAFT LANDING CLASSIFICATIONS 2 Canterbury Conservancy has used a finer level of detail described as catchments as building blocks for developing the zones. Information on these catchments is shown in the maps in Appendix 3 and in the zone justification presented in Appendix 4. Catchments are used for concession management and for ROS planning. DOCDM Page 8

12 RESTRICTED The intent of this zone is to maintain very high natural-quiet values. The only aircraft activity occurring within these areas should be essential landings for search and rescue operations and management-purposes activities. No concession landings should be permitted for commercial, tourism or recreation purposes. Management purposes include the maintenance of huts, bridges and tracks, wildlife management, research and other facilities managed by the department. Management of facilities by other agencies is also provided for where there are no alternative less-intrusive means of access apart from aircraft. The filming of nationally-important news-breaking stories or of documentary material related to conservation values is permitted. Filming of production movies would generally not be permitted. With regard to wildanimal control activities that remove large numbers of wild animals (with minimal noise disturbance), these will be permitted. In this case, the negative aspects of aircraft disturbance are outweighed by the conservation benefit derived from the removal of large numbers of browsing wild animals. Other activities involving helicopters to recover wild animals, such as helihunting and the capture and convey of trophy animals to game estates, do not provide sufficient conservation benefit to be permitted in the restricted zone. (See section 8 for further information on WARO concessions). The activity and associated effects with any use of aircraft in this zone will still need to be assessed and will be subject to the legislative provisions being met, including effects being avoided, remedied or mitigated. This zone should be applied to areas where, legislatively, aircraft are not permitted, e.g. Adams Wilderness Area, and to places where, from a recreation or biodiversity view point, it would be unwise to allow aircraft. It may also be applied to high-use, easily accessible areas where aircraft landings are generally unnecessary and inappropriate because of the types and levels of ground-based use occurring. Your views are sought on the purpose and geographical extent that is proposed for this zone. DOCDM Page 9

13 LIMITED The intent of this zone is to maintain high natural-quiet values, allowing the majority of visitors to experience natural quiet throughout their visit. A limited level of disturbance to natural quiet is acceptable within this zone to allow for infrequent aircraft landings at specific sites for the positioning of recreationists who are undertaking recreational activities compatible with the ROS class for which that area is being managed. Infrequent landings at specific sites for other specific purposes such as servicing utilities, research or filming may also be permitted. Recommended landing levels are defined for this zone to protect against the development of regular landing sites with frequent landings. The limited zone has a maximum daily-landing frequency for each operator 3 of no more than two per site 4 and a maximum annual-landing frequency per operator of 20 per site and 50 per operator across all of the land within the limited zones within Canterbury Conservancy. Landings in limited zones should be managed using one-off aircraft-landing permits or through concessions for irregular 5 landings, with appropriate dailyand annual-landing limits. No concessions for regular 6 landings should be permitted in limited zones. The question arises as to whether heli-hunting is an activity which should be permitted within this zone. The zone limits as set above are most likely to preclude it. If the maximum landings per site per day for each operator were changed to four and the maximum annual-landings were increased, then helihunting as an activity would be possible. 3 An operator is defined as an individual or company who may hold a single concession or several concessions. If an operator holds multiple concessions for infrequent landings in limited zones, total approved levels across all concessions should not exceed the daily and annual limits defined per operator for each site and the zone in total. 4 A site is defined as any landing position within a one-kilometre radius of the initial landing position. Note that any sites falling into different catchments i.e. those either side of a ridge line, are considered separate landing sites irrespective of whether they are within one kilometre of each other or not. 5 Irregular landings are defined as, landings according to an irregular timetable and for a variety of possible sites (for example on an as-required basis) (Department of Conservation, 2000:242). 6 Regular landings are defined as, frequent landings on all-year-round or seasonal basis (Department of Conservation, 2000:242). DOCDM Page 10

14 Your views are sought on whether this zone is necessary at the present time, and if it is, should the limits be changed to allow for heli-hunting as an activity. There is no history of public concern over aircraft use in this proposed zone and no history of monitoring. The zone has been proposed simply to identify some part of Canterbury Conservancy that fits between the two ends of the spectrum of restricted and frequent. If this zone were to be dis-established then the land it covers would need to be rezoned as either restricted or frequent. Alternatively, if your view is that a limited zone is needed, then what are your views about the nature of the limits that have been proposed and the geographical extent of the zone? SEASONALLY-FREQUENT The intent of this zone is to allow for frequent aircraft landings on a seasonal basis during winter months from 1 May to 30 September, for activities such as heli-skiing or heli-hunting (see section 8 for specific heli-ski and heli-hunting management provisions). Aircraft management provisions revert to those outlined for the limited zone outside of the frequent-use season. The length and timing of the frequent-use season ensures that natural quiet is protected for the majority of the year and during times when other types of recreational use is popular in these areas, for example, tramping during summer months or hunting during the roar. During the frequent seasons this zone sets no limit on landings per day or cumulative landings over the season. In the future, maximum landing frequencies for sites or defined areas may be set on a case by case basis, if monitoring suggests that limits are required (see section 10 Monitoring). Outside the frequent season, the recommended landing levels described for limited zones apply, in order to protect against the development of yearround regular landing sites with frequent aircraft activity. Landings within seasonally-frequent zones should be managed using concessions for regular landings. Regular landings require a concession for a long term period, e.g. five years, and public advertising is required. One-off landing permits may also be issued for infrequent landings during the frequent season, subject to legislative provisions being met, including effects being avoided, remedied or mitigated. DOCDM Page 11

15 Your views are sought on whether this zone is necessary. It was originally devised to reflect the reality of the current pattern of winter seasonal aircraft use for heli-skiing. The same areas of seasonally-frequent aircraft use were then also seen as potentially useful areas for heli-hunting. If the seasonallyfrequent zone was to be dis-established, then the zone would need to be reclassified as frequent. Alternatively, if you are of the view that a seasonally-frequent zone is a good idea, what are your views around the time period it is in place for and its geographical extent? FREQUENT The intent of this zone is to allow for frequent aircraft landings and hence a lower level of natural quiet than the zones above. Visitor expectation of natural quiet in these zones is generally lower than in other zones and, in many instances, access to these localities may have occurred by mechanised means for the majority of visitors. This zone allows for frequent landings on an all-year round or seasonal basis for activities such as scenic landings at specific sites, heli-skiing and helihunting (see section 8 for specific heli-ski management provisions). Aircraft activities and associated noise would be frequent in fine weather and consequently a low chance of experiencing natural quiet would be expected. The frequent zone sets no limit on daily or annual landings per site per operator and no limit on the number of operators or the types of activities they may carry out. Individual concession applicants will need to demonstrate demand for the numbers they propose, and concession conditions will provide for limits at a concession level. In the future, maximum landing frequencies for sites or defined areas may be set on a case by case basis if effects-monitoring suggests that limits are required (see section 10 Monitoring). Landings within frequent zones should be managed using concessions for regular landings. These require a concession for a long term period, e.g. five years, and public advertising is required. One-off landing permits can be issued for regular landing zones, subject to legislative provisions being met, including effects being avoided, remedied or mitigated. Your views are sought on the concept of a zone that has no limits on aircraft use and the geographical extent of the zone. DOCDM Page 12

16 TABLE 1. AIRCRAFT LANDING ZONES TABLE Zone Natural-quiet Values Assessment of effects Maximum landing frequencies Monitoring frequencies Public advertising required Restricted Very high Management purpose only None set Limited High Subject to legislative provisions being met, including effects being avoided, remedied or mitigated. Daily maximum per operator* of two landings per site*. Annual maximum per operator of 20 landings per site* and 50 landings across all of the land within the limited zone within Canterbury Conservancy. For remote ROS zones, maximum total daily use of two landings per site, six landings per catchment, and a minimum of 75% days per year aircraft-free#. For backcountry ROS zones, maximum total daily use of four landings per site, six landings per catchment, and a minimum of 50% days per year aircraft-free Not required for one-off landing permits. Case by case basis for irregular landings. Precedent may exist where public view was obtained, eliminating the need to advertise. Seasonallyfrequent Less than high during frequent season Subject to legislative provisions being met, including effects being avoided, remedied or mitigated. Annually from 1 May until 30 September; no limit on daily landings per site per operator and no limit on seasonal landings per operator. Outside of this time the limited zone rules apply. Maximum approved levels and overall limits may be set on a case-by-case basis. None set for frequent season. Reverts to those set for limited zone during off-season. Required for regular permits. Case by case basis for irregular landings. Not required for one-off landing permits. Frequent Less than high Subject to legislative provisions being met, including effects being avoided, remedied or mitigated. No limit on daily landings per site per operator and no annual limit on landings per operator. Maximum approved levels and overall limits may be set on a case-bycase basis. None set Required for regular permits. Case by case basis for irregular landings. Not required for one-off landing permits. * An operator is defined as an individual or company who may hold a single concession or several concessions. The outcome is that no matter how many concessions the operator may hold, they must not exceed the limit for the zone. A site is defined as any landing position within a one-kilometre radius of the initial landing position. # See Section 10 Monitoring for further explanation of these monitoring frequencies which have been set using activity-level triggers suggested in the national CMS framework advice notes (Department of Conservation, 2008a). Note: Catchments are used as a planning and management tool. The monitoring frequency indicates the level of actual activity within a catchment at which monitoring would be required. Catchments are mapped and described in Appendices 3 and 4. DOCDM Page 13

17 8. Concession management 8.1 AIRCRAFT-LANDING APPLICATION PROCESSING Permission is required for both commercial and recreational aircraft landings on public conservation land. Low impact aircraft such as non-motorised parapents, hang gliders, and parachutes of a non-commercial nature do not require a concession. Conservancy Office and Area Offices process applications for the permission to land aircraft on public conservation land. These include one-off landing permits which cover a timeframe of up to three months, and longer-term concessions for irregular or regular aircraft landings. One-off landing permits are generally issued by Area Offices while the Conservancy Office processes other applications with input from Areas. One-off landing permits do not require public advertising. The limited zone (if it is to be retained) sets a limit of two landings per day per site and an annual total of 50 landings per operator across all of the land within Canterbury Conservancy zoned as limited. This setting of limits aligns with the intention that the limited zone be one with low levels of aircraft disturbance. The question then arises as to whether any daily- or annual-maximum limits should be set for the frequent and seasonally-frequent zones. Given that these zones lay at the end of the spectrum where high levels of aircraft disturbance can be expected, the decision has been made to set no limits for now. In the future it may be necessary to revisit this decision, if monitoring or public feedback indicates there are increasing levels of public dissatisfaction. All operators will be required to submit activity-return data, providing, as a minimum, the following information: GPS co-ordinates of each landing site (with the date and time) and the number of passengers. The processing of all aircraft-landing applications is to be carried out according to the Concessions Standard Operating Procedure (Concessions SOP) and is subject to the legislative provisions being met, including effects being avoided, remedied or mitigated. DOCDM Page 14

18 When assessing new applications, consideration will be given to cumulative impacts. The level of current approved and actual use will regularly be monitored and assessed against effects-monitoring information and recommended monitoring frequencies where these have been set (see section 10 Monitoring). Should high-use areas or impact issues be identified, formal effects-monitoring may be needed and a change in management of those areas may be required. This may result in a change in aircraft zone or the landing frequencies, or the management of landings in the area of concern as a limited opportunity. When processing any aircraft concession application, the following questions need to be considered: What is the aircraft zone(s) of the site(s) applied for? Does the activity and/or permit type fit within the zone(s)? Is the frequency requested appropriate for that zone? What is the current level of concession use? Are there any issues of cumulative use or effects from anecdotal information or formal monitoring? Has the applicant identified effects such as noise and disturbance? How will the effects be avoided, remedied, or mitigated? Are there any other effects, e.g. from fuel spillage, environmental impacts, impacts on cultural values such as wahi tapu sites? How will these be avoided, remedied, or mitigated? Measures for avoiding, remedying or mitigating effects could include: Use of quieter aircraft technologies Adherence to appropriate flight paths Adherence to agreed altitude and climb rates, to minimise effects in surrounding catchments Appropriate trip frequencies and timing Adherence to the Fly Neighbourly Guide (Fly Neighbourly Committee, 1993) Avoidance of ground-based users and facilities Avoidance of landings within 250 m of a hut, where this is likely to disturb other people. Avoidance of landings within 250 m of a track or road Avoidance of landings on peaks or ridges where these form the boundary between different aircraft zones No refuelling or fuel dumps on conservation land No landings at wahi tapu sites or in areas with associated Ngäi Tahu values. DOCDM Page 15

19 8.2 HELI-SKI MANAGEMENT Heli-skiing involves the use of an aircraft, usually a helicopter, to position and re-position a guided group on a mountain slope for the purpose of skiing multiple runs on a single day. Heli-skiing is an acceptable activity within designated heli-skiing areas, which occur within seasonally-frequent (if it is to be retained) and frequent-use zones. All heli-ski permits will be issued by the Conservancy Office. No heli-ski permits, even of a temporary nature, should be issued for heli-skiing in heli-ski areas already used by an existing heli-ski operator. Heli-ski permits are granted to individual operators using a one-operator-one area system. This is necessary given the nature of the activity, i.e. the need for untracked snow, for safety, and to minimise impacts and effects. Map 1 shows the designated heli-skiing areas within the Canterbury Conservancy on public conservation land. The department has identified these areas based on historic use-patterns and with input from operators and an independent industry expert. The department recognises that in order to have a commercially viable heli-ski operation, operators require a range of terrain with different aspects and altitude to provide for heli-ski opportunities in different seasonal and weather variations. It has been recognised that there are limited areas appropriate for heli-skiing in Canterbury and that the majority of that land has now been taken up by operators through individual concession areas. The allocation of heli-ski areas to date on public conservation land has been on an as-applied-for basis. All current heli-ski concessions expire in 2010, and after this time will be managed under the Limited Opportunity Allocation Process as per the agreement negotiated between the department and the Tourism Industry Association TIA (see DOCDM for details of this agreement and DOCDCM for a copy of agreement 7 ). Further directions on the application of this process are being developed by the Research and Development Group of National Office. 7 Copies of these documents can be obtained from the Canterbury Conservancy Office. Contact the Technical Support Officer Recreation at Canterbury Conservancy Office on DOCDM Page 16

20 MAP 1 CANTERBURY HELI-SKI AREAS ON PUBLIC CONSERVATION LAND DOCDM Page 17

21 8.3 ACTIVITIES THAT REQUIRE A WILD ANIMAL RECOVERY CONCESSION AND PERMIT (WARO) Wild-animal recovery operations include a range of different activities and cover a range of wild animal species. In the past a single national WARO/concession permit was issued and different activity and species types were generally not specified, unless conservancy schedules provided specific concession conditions referring to these. The different types of WARO activity that are now evident include: the recovery of wild animals for food processing, capture and conveyance of wild animals and heli-hunting. Himalayan tahr as a wild animal is also subject to the Himalayan Thar Control Plan (1993). The current national WARO/concession permits will expire on 30 September Canterbury Conservancy is leading a national process to consider how the next generation of WARO concessions will be delivered. As a part of this, the question of how the different activities undertaken under WARO will be catered for in the future is still under consideration. An outcome may be that the different activity types are given different consideration, either within a single concession or an activity-based concession. Separate input from stakeholders is being sought as a part of the renewal process. From a land and recreation management viewpoint there is value in separating out different activity and species types within WARO/concession permits so that the effects of the activities can be better managed, the activities can be provided for and potential conflicts avoided. The department recognises there is a conservation benefit associated with the rapid removal of large numbers of wild animals across public conservation lands, and in the past, holders of WARO permits have been given wide access to public conservation lands with relatively few restrictions. This extent of aircraft access has been at a level far greater than has been available to other aircraft operators. However, it is now recognised that there are different levels of conservation benefit associated with the different WARO/concession activity types and that for some WARO/concession activity the primary benefit is commercial and recreational rather than the conservation benefit from removing large numbers of introduced grazing animals. It is, therefore, desirable to have the ability to manage for these activities accordingly. DOCDM Page 18

22 Only those activities which involve the active use of an aircraft in the searching for, shooting, immobilising and recovery of wild animals will require a WARO/concession. This means the use of aircraft to transport recreational hunters to and from the places where they wish to go hunting, and the transport of the animals they may have shot is unlikely to need a WARO. The use of an aircraft to transport possum skins or fur, possum hunters and their gear is also unlikely to need a WARO. These aircraft operators will require a concession or a one-off landing permit. This will apply equally to commercial and private uses of aircraft. The major WARO activities the department has identified are: The common activity of commercial deer and chamois carcassrecovery for food processing. For this activity an aircraft is used by an operator to search for, kill, and transport deer species and chamois carcasses for meat supply to a licensed processing factory. Because this activity has a primary benefit of conservation, it will be separately mapped for Canterbury Conservancy. That mapping will not be available until after the current national consultation on WARO has been concluded and new concessions issued. The areas made available for this activity in Canterbury are intended to be a part of a national concession. For Canterbury Conservancy, land that is not included in the national concession may be available if applied for separately. The commercial helicopter recovery of tahr from all management units of the Himalayan Thar Management Plan 1993, including national parks and exclusion zones for food processing. The taking of live wild animals, where an aircraft is used to locate, capture and transport live animals, predominantly deer, tahr, chamois and wallaby, for game park operations or sale to farms and zoos. Commercial heli-hunting involving the transport of recreational hunters (and their guides, if there is one), the searching for and killing of wild animals and the recovery of the animal(s). The zones described in Section 7 and summarised in Table 1 of this report have been applied to the above activities in the context of the conservation benefit and nature of the required helicopter use. As a result, the intended management of the activities is outlined in Table 2. DOCDM Page 19

23 TABLE 2 - THE MANAGEMENT OF ACTIVITIES THAT REQUIRE A WILD-ANIMAL CONTROL PERMIT (WARO) AND CONSERVATION ACT CONCESSION NAME NATURE OF HELICOPTER USE CONSERVATION BENEFIT NOTIFICATION AND PERMIT DURATION CONSERVATION LAND FOR WHICH THIS ACTIVITY MAY BE CONSIDERED Commercial helicopter deer and chamois hunting Commercial helicopter tahr hunting Commercial helicopter tahr, chamois, deer and wallaby live capture and convey Commercial helihunting Search, kill and recovery of deer species and deer parts and chamois carcasses Recovery of other minor game species Search, kill and recovery of tahr carcasses. Search, live capture and convey of the specified species for breeding or the stocking of gamehunting properties A helicopter carrying a client/recreational hunter (and may be a guide) search for an animal(s), shooting of the animal(s) and recovery or attempted recovery of the animal(s) Primary conservation benefit by rapidly removing large numbers of introduced grazing animals, with a low aircraft-noise footprint. There is also a commercial benefit to the operator. Primary conservation benefit by rapidly removing large numbers of introduced grazing animals, with a low aircraft-noise footprint. There is also a commercial benefit to the operator. Primary commercial benefit from sale of breeding or trophy animals with a minor conservation benefit Primary commercial and recreational benefits with minor conservation benefit Non- notified Five-year permit Non-notified One-off landing permit Short duration 1 90 days Non-notified One-off landing permit Short duration 1 90 days Notified 1 5 year permit This activity will be separately mapped and the likely outcome is that this will form a zone in its own right. Areas open for tahr-carcass recovery will be according to the Himalayan Thar Control Plan (1993). Areas open for tahr capture and convey will be according to the Himalayan Thar Control Plan (1993). The seasonally-frequent and frequent zones, excluding Aoraki/Mount Cook National Park (unless specified in the park management plan) and Recreational Hunting Areas (RHAs) Areas open for this activity are the seasonally-frequent and frequent zones, excluding Aoraki/Mount Cook National Park (unless specified in the park management plan) and Recreational Hunting Areas (RHAs). DOCDM Page 20

24 9. Quieter aircraft Changes in the aircraft industry include the development and the manufacture of quieter aircraft technology. The Department of Conservation encourages the use of quieter aircraft and quieter flying techniques, advocating use of best practice such as the Fly Neighbourly Guide (Fly Neighbourly Committee, 1993). Where one exists, concessionaires are encouraged to be members of the local aircraft user group, and to abide by industry standards and requirements (The Mount Cook and Westland National Park Aircraft Users Group, 2000). Concessions will be granted only where legislative provisions can be met, including effects such as noise being avoided, remedied or mitigated. Should aircraft activity be managed as a limited opportunity in the future, tender processes will favour applicants using quieter aircraft technology. 10. Monitoring The department will collect activity-return data from all aircraft operators on conservation land. Operators will be required to provide the following information as a minimum: All operators will be required to submit activityreturn data, providing as a minimum the following information: GPS coordinates of each landing site (with the date and time) and the number of passengers. One-off landing permits and concession return data will be entered into the department s Permissions Database to facilitate reporting on activity levels in different catchments. The department should also compile aircraft-use data for any management purpose or search and rescue activity occurring on conservation land. Data on total aircraft-use levels should be compiled when these guidelines are reviewed in order to determine the appropriateness of activity levels at different locations. High-use areas should be identified and, if issues arise, effects monitoring should be initiated in hotspot areas. Actual use levels based on activity-return data may be used to determine appropriate approved levels for future concessions and to determine maximum cumulative-use levels for particular places, should the limited allocation of concessions be required in the future. DOCDM Page 21

25 Monitoring frequencies are required within Limited Use zones to monitor the development of high-use sites or catchments. The department is yet to establish a standard approach for establishing appropriate levels for aircraft landings within each recreation opportunity class, but has set activity-level triggers for backcountry and remote areas (Department of Conservation, 2008a:34). The monitoring frequencies set for limited zones reflect these activity-level triggers and assumes that demand generally dictates that on most days there will be no more than one or two operators undertaking infrequent landings, using the same sites and catchments. Note that the monitoring frequencies outlined here should also apply to seasonally-frequent zones outside of the season during which frequent landings are permitted. For areas zoned remote under ROS, cumulative landing-frequencies across all operators should be no greater than two landings per day per site, and six landings per day per catchment, and there should be a minimum of 75% of days per year where no aircraft activity occurs. For areas zoned backcountry or another ROS class, cumulative landing-frequencies across all operators should be no greater than four landings per day per site, and 12 landings per day per catchment, and there should be a minimum of 50% of days per year where no aircraft activity occurs. When assessing new applications within limited zones, consideration will be given to cumulative impacts by considering current approved and actual concession levels against the monitoring frequencies described for the different ROS zones. Should high-use sites or catchments emerge, effects monitoring may be required. The management of aircraft activity at those sites or catchments may need to be reconsidered. The activity may need to be managed as a limited opportunity or a change to the aircraft zone may be required. The Department of Conservation has a standard operating procedure (SOP) for monitoring the effects of aircraft over-flights in natural settings (Booth et al., 1999). The SOP (Number VC1381) is available in published format or electronically on the DOC system (OLDDM ). This monitoring method was developed by the Department of Human and Leisure Sciences at Lincoln University in conjunction with the department s Science and Research Division and concessionaire managers. It provides a standard tool to monitor changes in the effects of aircraft over-flights on recreationists over time. The department also has a wider social monitoring SOP for monitoring trends in visitor activities, crowding, conflict, displacement and satisfaction with the interpretation and provision of recreation and tourism services and facilities (Department of Conservation, 2006b). It can be used to consider the effects of aircraft within the context of other social impacts. The SOP is intended for use by Department of Conservation (DOC) field staff and tourism operators, with direction from DOC, and is available in published format or electronically on the DOC systems (DOCDM-33609). DOCDM Page 22

26 Monitoring using the above SOPs may be used as a condition on approved concessions and a monitoring fee may be charged. The outcomes of monitoring may include encouraging different flight paths or setting landing restrictions if unacceptable impacts on visitor experiences or the environment are identified. 11. Implementation The Canterbury Conservancy public conservation lands have been zoned for aircraft landings using the management framework described in section 7. Borders between different zones reflect ridgelines or other meaningful landmarks and are consistent with concession-management catchments where possible. However, it is recognised that aircraft landings may cause effects in adjacent areas. Therefore, applications for landings on borders between zones will be considered in the context of the more restrictive zone, in order to ensure that the integrity of the framework is upheld. Aircraft landing maps for the Canterbury Conservancy to be used in conjunction with this text are provided in Appendix 2. Justification for the classification of each geographic aircraft zone is provided in Appendix 3. Zones have been applied using the following criteria: considering how the levels of aircraft activity associated with the zone fit with and affect other values associated with the area. The overall range of opportunities is considered in order to provide for a range of opportunities, allowing a range of places with aircraft access and a range of aircraft-free places where natural quiet is preserved. Natural values, e.g. bird habitat, ecological values, natural quiet Recreation values, e.g. opportunities, levels and types of recreational use, current/historic aircraft activity levels, ROS classification Cultural and historic values, e.g. historic sites or areas with associated Ngäi Tahu values such as wahi tapu sites Accessibility, e.g. suitable space for aircraft landing, alternative access types Surrounding areas, e.g. surrounding zones, flight-path effects, fit within overall range of opportunities. DOCDM Page 23

27 When classifying new land acquired by the department, the above criteria should be considered. Any review of zones within this document should consider aligning zone boundaries to catchments as far as possible, to allow better effects management into the future. No long-term concessions should be issued for new lands acquired by the department until they are formally classified under the framework provided in these guidelines. Any aircraft concessions negotiated as part of the tenure review process should consider the provisions within these guidelines. Time may be required to determine recreational use levels in new land opened up to the public or public conservation land acquisitions. Recommendations for the formal classification of new areas will be prepared by technical support staff in consultation with concessions and area office staff and will require sign off by the Conservator. Any proposed zone classifications or changes to existing zones will be presented to the Canterbury Aoraki Conservation Board for comment. During the period between reviews of the guidelines, a register of proposed new zones or changes to existing zones will be kept at DOCDM in order to inform subsequent reviews. Maps and zone descriptions will be updated on review of the guidelines, to incorporate any new land classified or changes to existing zones. DOCDM Page 24

28 12. References Booth, K., Jones, N. C., & Devlin, P. J. (1999). Measuring the effects of aircraft overflights on recreationists in natural settings. Wellington, New Zealand: Department of Conservation. Department of Conservation. (1996). Visitor Strategy. Head Office, Wellington: Department of Conservation. Department of Conservation. (2000). Canterbury Conservancy Management Strategy (Vol. 1). Christchurch, New Zealand: Department of Conservation/Te Papa Atawhai. Department of Conservation. (2004). Aoraki/Mount Cook National Park Management Plan. Canterbury Conservancy, Private Bag 4715, Christchurch: Canterbury Conservation Management Planning Series No. 12. Department of Conservation. (2005). Conservation General Policy. Department of Conservation, PO Box , Wellington. Department of Conservation. (2006a). Conservation General Policy. Department of Conservation, PO Box , Wellington. Department of Conservation. (2006b). Visitor Monitoring Toolkit - Social Monitoring Standard Operating Procedure: QD Code: Department of Conservation. Department of Conservation. ( ). Statement of Intent Department of Conservation, Wellington, New Zealand. Department of Conservation. (2007). Arthur's Pass National Park Management Plan. Canterbury Conservancy, Private Bag 4715, Christchurch: Canterbury Conservancy Management Planning Series No. 14. Department of Conservation. (2008a). CMS Framework Advice Notes. Head Office, Department of Conservation, Wellington, New Zealand: DOCDM Department of Conservation. (2009a). Statement of Intent : Department of Conservation Te Papa Atawhai. Fly Neighbourly Committee. (1993). Fly Neighbourly Guide: Helicopter Association International. Land Information New Zealand. (2000a). Applications for the grant of Recreation Permits. Crown Pastoral Land Standard 3: Office of the Chief Crown Property Officer. Land Information New Zealand. (2000b). Transfers etc. of Interest in a Pastoral Lease or Licence. Crown Pastoral Land Standard 17: Office of the Chief Crown Property Office. Ministry of Tourism. (2007a). New Zealand Regional Tourism Forecasts Canterbury RTO: Ministry of Tourism. (2007b). New Zealand Tourism Forecasts Summary Report: Tal, A. (2004). "Naturally Quiet": Towards a New Legislative Strategy for Regulating Air Space above National Parks in New Zealand. Otago Law Review, 4. Taylor, P. C. (1993). The New Zealand Recreation Opportunity Spectrum: Guidelines for Users. Wellington: Department of Conservation and Hillary Commission. The Mount Cook and Westland National Park Aircraft Users Group. (2000). Operations Handbook: Draft Copy. DOCDM Page 25

29 13. Appendices APPENDIX 1 STRATEGIC DOCUMENTS Statement of Intent The Department s Statement of Intent (SOI) sets the strategic direction and outcomes the department wishes to achieve within the context of the Government s priorities. In the foreword to the SOI, the Minister of Conservation, Hon Tim Groser, says, The Statement of Intent sets out how the Department of Conservation will contribute to the well being and prosperity of New Zealanders over the medium term. The central premise is that conservation is an economic investment, and not simply a social good cost The SOI then notes that the Government s priorities are as follows: The Government s driving goal is to grow New Zealand s economy in order to deliver greater prosperity, security and opportunities for all New Zealanders and ultimately a stronger society for New Zealand. The department makes a contribution both directly and indirectly to economic growth. In response to the Government s economic priorities, the department is investigating carbon sequestration, the management of natural resources including renewable resources, and is taking initiatives to strengthen its contribution to tourism. Taking all of this into account, the department has set its strategic direction as follows: The overarching purpose of the department is to increase the value that New Zealanders attribute to conservation. This leads to enhanced care of New Zealand s unique heritage for people to benefit from and enjoy. The outcome the department wishes to achieve from applying the strategic direction is: New Zealanders gain environmental, social and economic benefits from healthy functioning ecosystems, from recreation opportunities, and from living our history. The assumption is that managing healthy natural ecosystems, providing recreation opportunities, working with tangata whenua and providing economic benefits combines to enhance the lives of individual New Zealanders and their families. It also contributes to the viability and resilience of local communities and to New Zealand s international reputation. 8 Department of Conservation. ( ). Statement of Intent Department of Conservation, Wellington, New Zealand. DOCDM Page 26

30 The department will develop baseline data on the number of significant effects stemming from business concession activities and measure changes over time (Department of Conservation, :79). The department will allow commercial concessions to operate where these increase the range of recreation opportunities and/or are compatible with the protection of natural, cultural and historic values and visitors enjoyment (Department of Conservation, :82). Visitor Strategy 9 The Visitor Strategy provides specific direction with respect to the management of visitor activities and services. The Visitor Strategy refers to the need to provide for natural quiet and the management of concessions. Goal 3 of the Visitor Strategy relates to managing tourism concessions on protected land, and states that: In managing a range of recreational opportunities, to allow the private sector to provide visitor facilities and services where they do not compromise the intrinsic natural and historic values of areas managed by the department, and do not compromise the experiences or opportunities of other visitors. (Department of Conservation, 1996:2). One of the issues in managing aircraft tourism concessions is how to protect the value of natural quiet from intrusive noise. The Visitor Strategy provides the following on natural quiet. An important value of department managed areas is natural quiet. This can be defined as the natural ambient conditions or the sound of nature. Natural quiet can range from silence to a thunderstorm and includes the sounds made by animals and plants. Natural quiet is an important component of visitor s appreciation of department-managed areas along with other qualities such as solitude, space, scenery and clear skies. The level of concern at the threat to natural quiet from the intrusive noise of aeroplanes, helicopters, off road vehicles and other motorised equipment has become acute in some popular areas. For example, the department receives many complaints from visitors (and staff) about aircraft noise at Mt Cook, Franz Josef and Milford Sound. The issue for the department is how to protect the value of natural quiet from intrusive noise (Department of Conservation, 1996:20). The Visitor Strategy provides the following on protecting natural quiet: 9 Department of Conservation. (1996). Visitor Strategy. Head Office, Wellington: Department of Conservation. DOCDM Page 27

31 In protecting natural quiet, visitors and tourism industry operators need to be aware of their responsibilities to other visitors. In particular, aircraft flying over areas managed by the department require careful management to ensure that aircraft noise does not detract unduly from visitors experience of those areas. The Civil Aviation Bill makes provision for restrictions to be imposed on airspace for reasons of national security and the public interest. There is now an opportunity for the department and other parties to seek restrictions on airspace for conservation purposes (including the enjoyment of visitors). The department will identify areas where restrictions are required to: Protect wildlife Maintain natural quiet to ensure visitor enjoyment Minimise conflicts between different groups of visitors (e.g. those using air transport and those on the ground). Discussions will be held with the Civil Aviation Authority and regional representatives of the aviation industry on how these restrictions can be applied (Department of Conservation, 1996:36). The Visitor Strategy provides goals and guiding principles for managing tourism concessions, and states: the qualities of solitude, peace and natural quiet, will be safeguarded as far as possible in order to enhance visitors enjoyment of areas managed by the department. Visitor activities, facilities and services provided by concessionaires should be actively managed to avoid compromising the experience of other visitors (Department of Conservation, 1996:41). DOCDM Page 28

32 Canterbury Conservation Management Strategy (CMS) 10 The Canterbury Conservation Management Strategy is the document that deals more specifically with public conservation lands within the Canterbury Conservancy. It provides more in-depth guidance on specific areas and issues. The current CMS was published in 2000, and is currently being reviewed. These guidelines will provide the basis for a review of the aircraft section in the CMS. Section is dedicated to aircraft (Department of Conservation, 2000: ). This describes the current situation as at 2000, the statutory requirements and provides a management framework. The CMS states objectives and how these objectives will be implemented. Pertinent to these guidelines are the CMS objectives which hold relevance. The objectives from the present CMS are: To manage aircraft access to ensure that other recreation opportunities are maintained and conflicts with visitors are minimised. To consider applications for a range of aircraft activities, including buildings and land modification for aircraft facilities, and grant and manage concessions where the effects of the activity can be avoided, remedied or mitigated, and the activity is compatible with the purpose for which the land is held. To liaise with the Civil Aviation Authority, aviation operators, recreationists, and local and regional authorities to advocate for the appropriate management of aircraft effects and to maintain the values of land managed by the department (Department of Conservation, 2000:241). The CMS also provides useful definitions of regular, irregular and occasional landings, as follows (Department of Conservation, 2000:242): Regular: Frequent landings on all-year-round or seasonal basis. This principally provides for tourist snow landings at specific sites. Heli-skiing occurs at various locations throughout the Conservancy but is naturally restricted to seasonal periods when most other activities in this terrain are infrequent. Irregular: Landings according to an irregular timetable and for a variety of possible sites (for example on an as-required basis). This provides for landings for air charter purposes such as positioning recreationists. Occasional: One-off landings for specific purposes at specific sites. 10 Department of Conservation. ( ). Statement of Intent Department of Conservation, Wellington, New Zealand. DOCDM Page 29

33 Conservation General Policy, May The Conservation General Policy provides general policy for the Conservation Act 1987, Wildlife Act 1953, Marine Reserves Act 1971, Reserves Act 1977, Wild Animal Control Act 1977, and Marine Mammals Protection Act The importance of conservation areas for public recreation and enjoyment is fully recognised, although it is noted that for most types of conservation area, such use must not be inconsistent with their preservation and protection. The following policies for people s benefit and enjoyment provided in section 9 (Department of Conservation, 2005:35-38) are relevant to these guidelines: Policy 9.1 relates to planning and management for people s benefit and enjoyment. 9.1(c) states: identification of the outcomes planned for different places and the range of recreational opportunities available should include an assessment of the following: Quality and characteristics of the experience to be maintained; Public access and current recreational opportunities available; Uniqueness of some current recreational opportunities; Contribution to, and compatibility with, the wider network of recreational opportunities; Suitability for people with different capabilities, skills and interests; and Current and projected levels of use (Department of Conservation, 2005:35-36). Policy 9.1(e) states that: recreational opportunities should be managed using a variety of tools to support the outcomes planned for places, including, but not limited to, zoning and limitations on the number of people or activities, including those managed by concessionaires (Department of Conservation, 2005:36). Policy 9.1(f) states that: recreational opportunities at places should be managed to avoid or otherwise minimise any adverse effects (including cumulative effects) on: Natural resources and historical and cultural heritage, where required by the relevant act; The qualities of peace and natural quiet, solitude, remoteness and wilderness, where present; and The experiences of other people (Department of Conservation, 2005:36). 11 Department of Conservation. (2006). Conservation General Policy. Department of Conservation, PO Box , Wellington. DOCDM Page 30

34 Policy 9.5 relates to the use of vehicles and other forms of transport (Department of Conservation, 2005:37-38). 9.5(a) states: the use of vehicles and other forms of transport should be compatible with the statutory purposes for which the place is held, or be necessary to enable the department to perform its functions. 9.5(b) states: conservation management strategies and plans will identify where the use of specified types of vehicles and other forms of transport may be allowed and will establish any conditions for use. 9.5(c) states: the department should work with roading and aviation controlling authorities to avoid or otherwise minimise the adverse effects of specified types of vehicles and aircraft on public conservation lands and waters and the public enjoyment of those places. DOCDM Page 31

35 APPENDIX 2 AREA AIRCRAFT LANDING MAPS Aircraft zones are shown in maps 3, 4 and 5. Map 3 shows the aircraft zones for Mahaanui and Waimakariri Areas. Map 4 shows the aircraft zones for Raukapuka Area. Map 5 shows the aircraft zones for Aoraki and Twizel Te Manahuna Areas. An Arcreader disk containing aircraft-zone map layers is available on request from Canterbury Conservancy. a request for a copy of the disk to mcuddihy@doc.govt.nz. The disk provides a read-only version of GIS mapping, containing multiple data layers. These include the aircraft zones, ROS zones, concessions management catchments, and conservation units etc. These different layers can be turned on/off as required. DOCDM Page 32

36 MAP 3. AIRCRAFT LANDING ZONES FOR MAHAANUI AND WAIMAKARIRI AREAS docdm

37 MAP 4. AIRCRAFT LANDING ZONES FOR RAUKAPUKA AREA docdm

38 MAP 5. AIRCRAFT LANDING ZONES FOR AORAKI AND TWIZEL TE MANAHUNA AREAS docdm

39 APPENDIX 3 CATCHMENT PLANNING MODEL MAPS The Department has used catchments as a finer scale of classification as a planning and management tool when developing the aircraft access guidelines and planning where the different proposed zones will be applied. The catchments are used to manage aircraft and other concessions. The catchments used for this planning and management are shown on the maps in the following pages. docdm

40 MAP 6. CONCESSION PLANNING CATCHMENTS FOR MAHAANUI AND WAIMAKARIRI AREAS docdm

41 MAP 7. CONCESSION PLANNING CATCHMENTS FOR RAUKAPUKA AREA docdm

42 MAP 8. CONCESSION PLANNING CATCHMENTS FOR AORAKI AND TWIZEL TE MANAHUNA AREAS docdm