I propose to take Questions Nos. 139 to 142, inclusive, together.
As I explained in my reply to Questions Nos. 204 to 206, inclusive, on 27 April 2004, red safety areas were first adopted at Casement Aerodrome following a review in 1992 by Aer Rianta, on behalf of the Department of Defence, of policy in relation to safety zones at the aerodrome. With regard to the rationale therefor, International Civil Aviation Organisation standards and recommendations in relation to obstacle limitation surfaces for airports as well as considerations in regard to public safety in the vicinity of the aerodrome were taken into account in determining the size and shape of the red safety areas at Casement Aerodrome. The areas are essentially two-dimensional surfaces on the ground originating 60 metres beyond the runway thresholds, have a width of 300 metres and diverge at a rate of 15% at each side to a width of 700 metres and have an overall length of 1,370 metres in the case of each runway. The three-dimensional areas are the runway approach surfaces which extend outwards from the same start point as the red safety areas and the bases of which rise above the ground at a rate of 1:50 for the first 3,000 metres and then at a rate of 1:40 for 3,600 metres to a maximum height of 150 metres above the start point to a total distance of 15,000 metres from the start point. A more detailed technical explanation of such areas is outlined by my colleague, the Minister for Transport, in his replies to Question No. 480 on 16 December 2003, Question No. 415 on 3 February 2004 and Question No. 438 on 17 February 2004. While the consultants' report prepared in 1999, referred to by the Deputy, contains discourse regarding safety zone determinants adopted by certain regulatory authorities such as the CAA and FAA, the recommendation in the case of Casement Aerodrome contained in the report was that the approach areas be retained for security and safety reasons because of the large proportion of training, including single engine-solo flights by inexperienced pilots, carried out at the aerodrome.
A visual comparison of the map included in the Aer Rianta report of 1992 and the map included at 313a of the 1983 Dublin County development plan indicates the extent of difference in the shapes of the restricted areas. For example, area A indicated on the 1983 development plan map takes the form of a skewed cross encompassing the aerodrome and its environs with each end extending outwards from the runways for a distance of up to 1,500 metres and at a width of 1,600 metres. No development was permissible in area A. Following the 1992 report, area A was replaced by cone shaped red safety areas whose dimensions have been detailed above.