Enhancing Airport Land Use Compatibility, Volume 2: Land Use Survey and Case Study Summaries (2010) / Chapter Skim
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Land Use Survey and Case Study Summaries V O L U M E 2
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2.3 Introduction Volume 2 summarizes the findings from the airport land use survey and the associated case study efforts that were conducted. As discussed throughout the overall document, incompatible land uses are those that pose a hindrance to safe airport and aircraft operations, as well as those that threaten the safety of persons, both in the air and on the ground.
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• Completion of FAR Part 151 noise study, and FAR Part 161 study; • Noise threshold; • Land uses that impact development; • Aircraft restrictions; • Litigation; • Community involvement; and • State guidance. Two methods of distribution were used to disseminate the survey to individual airports.
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Land Use Survey Summary The survey that was conducted to assess land use compatibility issues identified a number of land use compatibility concerns. Each of the individual questions that were asked of the survey respondents is summarized in the following pages.
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Maintaining a proactive, two-way dialog, both formal and informal, regarding airport activities and community development is essential. It allows opportunities for open discussion where citizens and governmental bodies can comment on and are also educated about current and future operational needs and requirements of the airport, as well as community activities and plans.
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Safety Related Themes Land use compatibility as it relates to safety concerns appears to be the aspect of airport land use compatibility that is least understood or accepted by local jurisdictions. More than noise and height, safety compatibility guidance tends to be questioned because of the limited amount of accident data points and the very low probability of airplane crashes.
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associated with the negative publicity that is often associated with these types of cases is a significant concern for many sponsors. Survey Question Summary Question 1: Do You Have Land Uses Off Airport Property that Create any of the Following Compatibility Concerns?
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Introduction and Survey Summary 2.9 Question 1: Do you have land uses off airport property that create any of the following compatibility concerns? Minor Concern 0% 5% 10% 15% 20% 25% 30% Concentrations of people Residential developments Noise-sensitive land uses other than residential Tall structures Land uses that create visual obstructions Land uses that attract wildlife Re sp o n se Percentage of Responses GA CS Table 2.1-2.
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Question 2: Do You Have any Formal Land Use Compatibility Plans for the Area Surrounding the Airport, and if so, What Type? Question 2 asked respondents whether they have any formal land use compatibility plans for the area surrounding the airport, and if so, what type.
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Commercial service airports identified height/tall structures (29% of responses) and residential or other noise-sensitive land uses (23% of responses)
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(14% of responses)
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Introduction and Survey Summary 2.13 Question 4: What preservation and mitigation strategies are utilized by the airport and/or local jurisdictions to achieve land use compatibility? 0% 2% 4% 6% 8% 10% 12% 14% 16% 18% 20% Planning techniques Zoning ordinances Deed restrictions Land acquisition Avigation easements Noise easements Operational restrictions Disclosure notices Transfer/purchase of development rights Non-suit covenants Vegetation and wildlife management Other Re sp on se Percentage of Responses GA CS Table 2.1-7.
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Question 6: Have You Initiated a FAR Part 161 Study? Question 6 extends the survey's inquiry into the respondents' considerations of noise-sensitive land uses in land use compatibility planning.
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dents and 56% of general aviation respondents replied that their airports utilize a 65 DNL threshold. Table 2.1-12 illustrates the responses to Question 7.
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type of development or operation was impacted. More than one response was possible, including runway/taxiway development, terminal development, approach protection, aircraft operations, and/or other.
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Introduction and Survey Summary 2.17 If yes, what type of development or operation was impacted? 0% 10% 20% 30% 40% 50% Runway/taxiway development Terminal development Approach protection Aircraft operations Other R es po ns e Percentage of Responses GA CS Table 2.1-14.
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Question 9: Have land uses prompted any restrictions on aircraft operations? 0% 10% 20% 30% 40% 50% 60% 70% No Yes R es po ns e Percentage of Responses GA CS Table 2.1-16.
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Respondents were encouraged to provide comments specific to their experiences and enumerate the types of restrictions they have imposed. These comments reflect the frequency of the "modifications on flight procedures" answer to Question 9, and specify the use of restrictions to mitigate noise.
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subdivision within the Airport Noise Zone was denied permission to build. In this case, the airport won and the residential development was never constructed.
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included informal communication between agency staff (31%) , representation on boards within the local community (18%)
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2.22 Enhancing Airport Land Use Compatibility If yes, what methods are used? 0% 5% 10% 15% 20% 25% 30% 35% Informal communication between agency staff Dedicated meetings/workshops Representation on boards within local community Web sites Newsletters Press releases Standing community liaison group Other R es po ns e Percentage of Responses GA CS Table 2.1-22.
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mal requirement for local regulations or development review, funding opportunities for land use compatibility planning and programs, and/or general support of land use decisions. Commercial service respondents most frequently cited policies and regulations related to land use (29%)
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Question 15: Does the FAA Provide Enough Guidance and Support to Prevent Incompatible Land Uses through the Following Actions? In a follow up question to number 14, the final question of the survey asked respondents whether the FAA provides enough guidance and support to prevent incompatible land uses through the following actions.
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Introduction and Survey Summary 2.25 Question 15: Does the FAA provide enough guidance and support to prevent incompatible land uses through the following actions? Yes 0% 2% 4% 6% 8% 10% 12% 14% 16% 18% General support of land use decisions Guidance documents (Advisory Circulars and Orders)
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2.27 Introduction/Airport Overview Buckley became an active-duty Air Force Base (AFB) on October 2, 2000.
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to temporarily store cargo when the amount delivered exceeds aircraft capacity. However, the amount of cargo that is stored, consolidated, and distributed now surpasses the capability of the government contractors.
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During the war years, Buckley expanded to meet training needs. In its peak year of operation (1943)
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As shown in Figure 2.2-2, the base is located in Aurora, Colorado, just east of Denver. The majority of the off-base land that surrounds Buckley is under the jurisdiction of the city of Aurora.
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(1985) and thus was not reflected in land use zoning regulations prior to 1998.
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unit per acre. The developer then sued Aurora based on the prior approval.
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with the east-west runway. The base has altered operations to reduce noise impacts on- and off-base, which include the restriction of normal engine run-up hours and construction of an $800 million "hush house." Nighttime flights have been limited to reduce impacts on residential uses outside the DNL 65 contour and flight tracks have been adjusted to shift overflights to less populated areas.
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considers two feasible future changes to missions that would increase land use impacts and compatibility, which include an increase in base assigned aircraft and an increase in nighttime flying. Either scenario would increase noise impact and increase the area of noise contours; other impacts are not expected.
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Buckley Air Force Base, Aurora, Colorado 2.35 Figure 2.2-5. Example of a table from the 1998 AICUZ.
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the plan gives clear guidance on future land use and development review decisions including the following: 1. Continue to work closely with Buckley on the cooperative planning process for the BAFB 2020 Master Plan.
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• An avigation easement for any new land use plan, subdivision plat, or building permit in any airport influence area (except on building permits for unplatted property greater than 35 acres, which do not require adherence to zoning regulations)
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• Changes to property zoning that would allow new residential uses, childcare, or educational uses are discouraged. Such uses require noise construction mitigation.
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to the fact that both had experienced substantial encroachment of incompatible land uses over the years. The economic impact on the city of Aurora would be much greater if Buckley closed because when Lowry and Fitzsimmons closed, some of the capability, personnel, and jobs were transferred to Buckley and thus retained in the community.
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straightforward to enforce, as have noise compatibility restrictions that follow the DoD guidelines. However, when the local regulations exceed DoD guidance, as with the 55-64 DNL contours, it becomes difficult to convince some developers and local officials that exceptions should not be made to rezone land for new residential uses.
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Introduction/Airport Overview Baltimore/Washington International Thurgood Marshall Airport (BWI) was constructed after World War II and dedicated in 1950 by President Truman as Friendship International Airport.
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NAP is much like the FAR Part 150 process. In fact, the Part 150 process was modeled after this Maryland approach, with the Part 150 Noise Exposure Map similar to the ANZ, and the Part 150 Noise Compatibility Program like the NAP.
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Litigation - Challenge to Denial of Development within the ANZ Several years ago, the MAA denied development of a large residential subdivision of approximately 20 houses located within the ANZ. The denial was appealed, but the Board of Airport Zoning Appeals upheld the denial.
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compatible land use measures and "continuing program" measures that focus on program implementation, communication, monitoring, and updating. The cooperative airport, citizen, and user effort has been, and will continue to be, the key to the success of the noise abatement program.
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tificated levels published in FAA Advisory Circular 36-1H, Noise Levels for U.S. Certificated and Foreign Aircraft.
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* Noise Assistance Programs (NAP)
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denied. Appeals may be made to BAZA.
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levels, and homeowner judgments of the noise, the FAA agreed to provide additional funding in order to install the extra sound insulation required to reduce the low frequency noise in near-by homes.1 Discussions The following paragraphs represent a synthesis of the preceding material with issues raised through discussions with BWI staff members. Value of State Level Regulations There is no doubt about the importance of having this program mandated by the state legislature and codified in the Annotated Code of Maryland.
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In another situation, one FAA office said a particular property could be constructed because it did not penetrate the 34:1 surface and another office said MAA was required to meet a 50:1 standard. The property was approved.
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Introduction/Airport Overview1 Centennial Airport (KAPA) , located 18 miles south of downtown Denver, is the third busiest general aviation airport in the nation and is among the top 25 of all airports (Figure 2.4-1)
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Operational activity quickly exceeded 100,000 landing and take-offs. In 1975, the county decided to establish a separate Arapahoe County Public Airport Authority, with its own board of commissioners, in order to simplify bond financing.
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Within each of these counties are a number of municipalities, as well as substantial amounts of unincorporated developed and vacant property. These include the City of Centennial, Greenwood Village, Parker, Lone Tree, Cherry Hills, Foxfield, Highlands Ranch, and others.
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Discussion of Compatibility Issues and Responses During the initial survey, the Airport manager reported "minor" compatibility concerns related to tall structures, visual obstructions, and land uses that attract wildlife; "moderate" compatibility concerns regarding concentrations of people and noise sensitive land uses other than residential; and "extensive" compatibility concerns regarding residential developments. The survey response elaborates that: We currently have significant residential encroachment with 20 households within the 70 DNL, 110 within the 65 DNL, and 1,070 within the 60 DNL.
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• Avoid noise sensitive areas around the Airport, which are located: – 1.5 miles to the north/northwest and to the southwest. – 1.0 mile to the southeast and to the east.
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As noted above, residential uses in the airport vicinity and noise from operations have increased in tandem over the past decades. KAPA and the ACPAA have funded sound attenuation for all residential uses in the 65 DNL contour.
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rather than the 10,000 feet that FAA guidance recommends)
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Arapahoe County zoning regulations address airspace protection through specific reference to the Part 77 surfaces and through general provisions that restrict any use from an airport influence district that would create electrical interference, cause glare, impair visibility, make it difficult for pilots to distinguish airport lighting, or "otherwise endanger the landing, take-off, or maneuvering of aircraft at an airport or in the vicinity of the airport." Arapahoe County zoning restricts development in the safety zones, identified on the ACPAA Land Use Guidelines map as the "Approach Zone" and "Runway Protection Zone." In the Approach Zone, no structures are permitted, "in an area 200 feet wide by 2,500 feet long along the centerline extended." In the Runway Protection Zone, no nonaeronautical structures are permitted. In the Restricted Development Area, daycare uses within an office campus may be allowed "when sited within the building in a manner that mitigates the risk of injury from potential airplane crashes." Arapahoe County zoning requires avigation easements as indicated above, as well as an airport noise disclosure at the time of sale or lease of any property in the airport influence area.
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are allowed in the area, subject to site and building design to reduce hazard potential. Aboveground storage of highly flammable and hazardous materials is restricted in both safety zones.
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zones, the Noise Sensitive Zone and the Noise Mitigation Zone. These zones appear to be similar to, but slightly smaller than, KAPA's most current 70 and 65 DNL contours, respectively.
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Community Involvement Each time the airport master plan is updated, the Airport conducts a public information meeting and input process that includes informational meetings and other opportunities for public comment. For the Part 150 study, in addition to similar public outreach efforts, two groups were specially convened by the ACPAA and include the Technical Advisory Committee, which consists of technical staff from the airport, ACPAA, and local jurisdictions; and the Community Advisory Committee (CAC)
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airport delayed a number of maintenance projects at the time, and eventually the county gave the airport about $1.5 million from its general fund to address certain maintenance and repair issues. The airport staff did not have an available estimate of increased cost due to deferral of maintenance.
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a map to indicate where residential uses exist in other jurisdictions with the ACPAA's Restricted Development Area in order to justify its own right to grant some variances. When asked, several of the interviewees indicated that the absence of guidance from either the FAA or the state about addressing airport noise impacts in low ambient conditions has meant that the local jurisdictions are struggling to determine the appropriate approach to avoid future noise incompatibilities around KAPA.
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Introduction/Airport Overview Collin County Regional Airport (TKI) is publicly owned and operated by the city of McKinney and is located in Collin County, Texas (Figure 2.5-1)
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Since then, the area has grown rapidly, which makes it difficult for the Airport and City to regulate and maintain compatible land uses in proximity to the Airport. TKI was originally constructed on the outskirts of McKinney.
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Governance The Airport is owned and operated by the city of McKinney. The city council sets goals, regulates development, and establishes the annual Capital Improvement Program through the City Code and the annual budget.
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In an effort to keep the land surrounding the Airport compatible and allow for future airport development, the TKI is currently developing a land acquisition plan. This plan identifies the parcels of property needed for an infrastructure development (runway expansion)
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Litigation As part of the land use compatibility assessment, it is often likely that some type of legal action has taken place as the airport owner has tried to preserve the integrity and viability of the airport environs. The Collin County Regional Airport has not had any significant litigation directly related to incompatible land uses.
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will be reduced by 1,500 feet when the Airport begins construction on the planned runway extension. Recommendations were made to the Town by the City, which included zoning property closest to the Airport in an airport compatible manner; however, Fairview did not acknowledge any recommendations.
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convenient location of the Airport provides an incentive for businesses that are looking to locate in the Dallas-Fort Worth area, which ultimately strengthens the economic base of the Airport. Land uses recognized within the comprehensive plan are intended to encourage development that is compatible with airports, including light industrial/manufacturing, office/warehouse, and office-regional.
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The study focused on two primary issues: (1) the evaluation of future operational noise mitigation measures and (2)
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• Signage – Recommend jet flight procedures so that crews adjust their rate of climb immediately after takeoff to achieve maximum altitude before crossing over local residential areas. • Hotline – Establish a noise hotline that has proven reasonably effective to identify flight anomalies.
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ground over congested areas. However, the 1,000-foot altitude may be reduced during landing and takeoff procedures from the Airport as conditions warrant.
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Economic Impact Wiegand and James both acknowledge that the Airport plays a vital role in their communities and are an economic asset to the surrounding area. They noted that airports provide jobs to the local communities and offer options for faster travel.
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Appendix A 2.76 Enhancing Airport Land Use Compatibility
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Collin County Regional Airport, McKinney, Texas 2.77
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2.78 Enhancing Airport Land Use Compatibility
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Collin County Regional Airport, McKinney, Texas 2.79
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2.80 Enhancing Airport Land Use Compatibility
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Collin County Regional Airport, McKinney, Texas 2.81
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2.82 Enhancing Airport Land Use Compatibility
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Introduction/Airport Overview1 Denver International Airport (DIA2) was the fifth busiest commercial airport in the United States and 11th busiest in the world in 2005 and continues to grow rapidly.
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History of the Airport Development of the Airport DIA opened in 1995, replacing the former Stapleton Airport. DIA is owned and operated by the city of Denver.
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A number of land use compatibility regulations were also established in the IGA. Adams County and Denver agreed not to allow residential development anywhere within the anticipated full build-out 60 DNL contour of the new airport.
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school hours and no one on the ground was hurt, the event raised community concern about the safety of school locations under the ILS approach. Airport construction began in November 1989.
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plaints came from within contours lower than 65 DNL, perhaps due in part to the relatively low ambient noise that is common in many areas of the Denver metropolitan area. Although regulations adopted by most of the jurisdictions in the area respect the projected future 60 DNL, one jurisdiction (Commerce City)
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Safety No major accidents have occurred on- or off-airport at DIA to date. As discussed previously, land acquisition of all of the airport impact zones has effectively controlled the potential for safety incompatible land use development in these zones.
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Figure 2.6-3. Actual noise contours for the DIA, 2007.
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When asked about examples of noise incompatible uses in the airport vicinity today, many interviewees named the High Point development just south of the airport. It is a mixed use, master-planned development that crosses the jurisdictional lines of the cities of Denver and Aurora.
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of Denver planning department is currently updating the Gateway Plan in an attempt to reconcile these issues and to enhance the range of permitted uses to better reflect market demand. The development of 35-acre "estates" on land in Adams County within the airport's future 55 or 60 DNL is another use that is seen by some as incompatible for noise.
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Zoning Regulations Many of the local jurisdictions around DIA have adopted zoning tools and regulations that help to protect against incompatible uses, particularly noise incompatibilities. Denver attached conditions to the zoning in the Gateway Plan area and restricted residential uses north of 65th Street, but subsequently removed those conditions on parcels in the High Point development, as shown in Figure 2.6-5.
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The County does require recorded, signed disclosure of airport proximity and projected noise upon platting. The city of Aurora, which includes influence areas of three airports within its boundaries, restricts new residential development in the 60 DNL and discourages residential development in the 55 DNL.
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proven strong competitors for commercial and industrial development, few developers have been willing to bear the cost of building infrastructure for such development. Neither the developers nor local jurisdictions have been able to build additional secondary access roads to the airport.
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neighborhood schools to serve the residents, which can potentially add another noise sensitive use to the area. Airport Master Plan Passenger growth has led to a review of DIA's master plan.
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adjacent, closed Rocky Mountain Arsenal facility. This option was rejected because of concerns about the contamination on site, as well as concern that it would simply increase noise impacts on the residential uses that were currently impacted.
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construction for more than seven years and added substantially to the construction costs. The original cost estimate for the sixth runway in 1995–96 was $110 million.
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ing regulatory prohibitions on new residential in the 60 DNL, avigation easements, and noise disclosure to avoid future noise conflicts with residential uses in the vicinity of DIA. During the planning stages of DIA, local jurisdictions and the airport owner/operator (Denver)
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Introduction/Airport Overview Fort Bragg Army Base (Fort Bragg) and Pope Air Force Base (Pope AFB)
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More than 200,000 young men underwent basic combat training on the base during 1966–70. At the peak of the Vietnam War, Fort Bragg's military population was at 57,840.
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agencies indicate that they continue to cooperate and share resources on many important land use planning issues. The economic and overflight impacts of Fort Bragg and Pope AFB affect at least 11 counties in North Carolina, according to the Base Realignment Advisory Commission (BRAC)
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Safety The Safety Zones for Fort Bragg and Pope AFB, as well as for Camp MacKall to the southwest, are shown in Figure 2.7-4, which is from the 2008 Joint Land Use Study (JLUS)
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Airspace Protection Airspace protection is a continuing concern around Fort Bragg and Pope AFB. The nature of the mission involves substantial numbers of low-elevation flights in the area, particularly in Hoke and Monroe Counties.
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Division of Community Assistance. The two began a cooperative and productive working relationship that has lasted for 20 years and counting.
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within the five-mile radius of the base to the 2003 update and painted a clear and easy-tocomprehend picture of the urbanization increase in the area. The 2003 update took an innovative new approach to integrate habitat maps with noise and accident protection zones, as shown in Figure 2.7-7 and Figure 2.7-8, which are from the further updated 2008 JLUS.
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conservation and base protection goals. These funds and federal sources, mostly military, have been used to acquire more than 10,000 acres of conservation lands, including more than 5,600 acres of lands designated as critically important.
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• Utilize the Sustainable Sandhills growth suitability model for local planning and development decisions. • Review proposed rezoning and new subdivisions within the five-mile area, to be completed by RLUAC.
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taxes for the property in question. County staff noted that the voluntary program has not been as effective as they hoped due to limited incentive for landowners to agree to lease rights on agricultural lands with low annual property taxes.
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Economic Impact Fort Bragg and Pope AFB is a significant economic presence in North Carolina, with an annual estimated economic impact of $7 billion on the surrounding ten counties, according to the city of Fayetteville website. Fort Bragg and Pope Air Force Base generate retail sales of approximately $2 billion for Cumberland County.
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The regional cooperation on compatible land use planning is voluntary in the Fort Bragg and Pope AFB area and has been largely successful to date. However, without state or federal mandate, there have been some discrepancies among jurisdictions and their willingness to participate.
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Introduction/Airport Overview Constructed in 1941 as an auxiliary landing field to train naval aviators during World War II, this airport was named West Prospect Field. The federal government deeded the property to the city of Fort Lauderdale in 1947 to be used as a public airport and the airport was unofficially named Fort Lauderdale Municipal Airport, but pilots called it Prospect Field.
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Preferential Runway Use Runway 26 was to be maximized for departures and Runway 08 for arrivals at night in order to minimize use of Runway 13/31 by jet aircraft on a 24-hour basis and nighttime use of Runway 13/31 by all aircraft. The tower was not staffed at night at the time of the 1988 Part 150 study, which made nighttime preferential use infeasible.
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• FXE's second NCP submission (1995) noted that the I-95 turn, which was implemented in 1994, "is the single most effective measure available to FXE.
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elements and status of various NCP actions. Materials used to publicize and promote the NCP include: • Jet pilot handout; • Helicopter pilot handout; • Propeller pilot handout; • AFD (Airport Facilities Directory)
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• Noise Abatement Program Statistics; • Noise Abatement Cooperative Effort; • Runway 8 Jet Departures and Noise Event Report; and • Aircraft Noise Community Response Report. FXE also responds to requests for information from individual residents, community or neighborhood associations, and aviation interests on an ad hoc basis.
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and other aviation industry representatives to obtain feedback on existing and potential program publicity measures. The primary purpose was to obtain input on how the city can most effectively promote the program to based and itinerant pilots.
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• Require FBOs to provide noise office with contacts for all new based aircraft, for direct follow-up. • Develop a Standard Instrument Departure (SID)
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Comprehensive Plan and the FXE Part 150 NCP basically conform to this regulation. Section 333.03, "Power to adopt airport zoning regulations" states in part: (2)
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airport/heliport uses, pursuant to the Development Review Requirements subsection of the Plan Implementation Requirements section of the Broward County Land Use Plan. POLICY 15.03.03 The recommendations of adopted Part 150 Study Technical Reports shall be taken under consideration during land use decisions affecting airports/heliports and their adjacent areas.
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Federal and State Policy Limitations Federal policy addresses GA airport noise issues only after incompatibilities have become serious, as does Florida policy because the two are linked. For GA airports with few or no jet operations, the compatibility noise exposure guideline of 65 DNL is typically on airport property, or close to it.
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Any mandatory limitations on operations or associated costs or fines will not be approved. Further, actions that affect only properties located at levels of exposure less than 65 DNL are also unlikely to be approved.
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2.122 Enhancing Airport Land Use Compatibility • FAR Part 150 has been very useful to provide a process and funding to address many airport noise issues, but can raise false expectations due to how it is presently formulated. • Designing effective, acceptable disclosures to developers and potential home buyers is difficult and has many constraining factors.
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Introduction/Airport Overview Independence State Airport (7S5) is owned and operated by the state of Oregon Department of Aviation (ODA)
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History of the Airport In the early 1960s, the city of Independence, with assistance from Polk County, purchased land from a local farmer to begin the development of the airport. In 1962, a conceptual layout of the proposed airport was submitted as the preliminary Airport Master Plan.
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Discussion of Compatibility Issues and Responses Independence City and the state of Oregon have implemented several policies and regulations to help ensure that the area surrounding the airport continues to be compatible with airport operations. Fortunately, these policies have proven to be successful; however, there are still some concerns related to land use compatibility which continue to be addressed.
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or mitigation program in place; however, limited bird strike issues have been reported. The municipal sewer lagoons are located just off the end of the runway and are not covered nor do they have appropriate wildlife deterrent devices on them.
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Independence State Airport, Independence, Oregon 2.127 Source: City of Independence Transportation System Plan, 2007 Figure 2.9-2. Comprehensive plan land use designations.
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• The City of Independence and Polk County should maintain airport overlay zoning that coincides with future approach surface and FAR Part 77 surfaces. Airport overlay zoning should conform to the guidelines provided by the ODA in terms of airport land use compatibility planning.
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Independence State Airport, Independence, Oregon 2.129 Figure 2.9-3. Zoning designations for the City of Independence.
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2.130 Enhancing Airport Land Use Compatibility Use RPZ1 Approach Surface8 Direct Impact Area Public Airport L2 L9 P Residential N L10 L10 Commercial N L9 L14 Industrial P P P Institutional N L9 L14 Farm Use P3 P3 P3 Roads/Parking L4 P P Utilities L5 L5 L5 Parks/Open Space L6 P P Golf Courses L7 L7, 9 L7 Athletic Fields N L9 L13 Sanitary Landfills N N N Water Treatment Plants N N N Mining N L11 L11 Water Impoundments N N P Wetland Mitigation N L12 L12 P = Permitted N = Not permitted L = Allowed under limited circumstances 1 No structures shall be allowed within the RPZ. Exceptions shall be made only for structures accessory to airport operations whose location within the RPZ has been approved by the FAA.
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watches over the airport and reports back to the state on a monthly basis.11 Along with the volunteer group, the airpark associations help to educate the community and market the airpark by identifying the benefits to the community. Economic Impact It was noted that the residential airpark attached to the airport makes up approximately onethird of the cities tax ratable.12 Conclusion/Analysis Independence State Airport is owned by the state of Oregon, which makes the implementation of regulations designed to ensure compatibility much more difficult for the city of Independence.
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2.132 A P P E N D I X A City of Independence Development Code
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Independence State Airport, Independence, Oregon 2.133 Airport Development District – Subchapter 76 The Airport zones were created and established for the approach surfaces and clear areas and include: • Approach surface – longitudinally centered on extended runway centerline and extended outward and upward from each end of the primary surface. • RPZ – area off the runway end used to enhance protection of people and property on the ground.
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2.134 Enhancing Airport Land Use Compatibility where the noise level is anticipated to be at or above 55 DNL, prior to issuance of a building permit for construction of a noise sensitive land use (real property normally used for sleeping or as a school, church, hospital, public library or similar use) , the permit applicant shall be required to demonstrate that a noise abatement strategy will be incorporated into the building design that will achieve an indoor noise level equal to or less than 55 DNL.
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2.135 A P P E N D I X B Covenants, Conditions and Restrictions
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2.136 Enhancing Airport Land Use Compatibility JOINT DECLARATION OF RESTRICTIONS, COVENANTS AND CONDITIONS OF THE SEVERAL PHASES OF THE INDEPENDENCE AIRPARK This document is a Common English revision of the Restrictions, Covenants, and Conditions first promulgated by the Independence Airpark on October 23, 1973 and due for renewal after its initial term of 25 years*
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Section 5: State, County, Municipal Laws and Ordinances. Other authorities having jurisdiction over any member or their property described herein shall govern where more restrictive than these covenants and restrictions.
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2.138 Enhancing Airport Land Use Compatibility common properties or abandonment of his lot. The sale or transfer of a lot shall not extinguish the assessment lien or release the lot from liability.
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Independence State Airport, Independence, Oregon 2.139 Section 2: Exterior Treatments. Siding materials may be natural wood, simulated wood, brick, stone, or stucco.
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2.140 Enhancing Airport Land Use Compatibility Protection of Taxiways: All damage to taxiways occasioned by construction is to be repaired immediately, and is the responsibility of the lot owners. The lot owner is responsible for informing all contractors and persons delivering materials that taxiways are NOT to be used by trades people for ANY reason.
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Independence State Airport, Independence, Oregon 2.141 Undeveloped Lots. An undeveloped lot is one which has been purchased but construction has not been started nor been approved by the Architectural Committee.
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2.142 Enhancing Airport Land Use Compatibility 1369.50 feet East 1401.84 feet South 0 20 East and 400.00 East and 414.17 feet South 0 20 East from the Northwest corner of the Thomas T Burbank Donation Land Claim No.
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Introduction/Airport Overview The Indianapolis International Airport (IND) is owned and operated by the Indianapolis Airport Authority (IAA)
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well into Hendricks County and impacts the Hendricks County planning and zoning activities, as well as the local residents with aircraft overflights and noise concerns. The airport has acquired many acres of land within both Marion and Hendricks Counties in an attempt to maintain land uses that are compatible with airport environs and minimize hazards and risks to local residents in proximity to the airport.2 Virtually all the development around IND occurred after the airport was initially established and resulted in more compatible land uses in the vicinity of the airport.
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and developing the six aviation facilities in the greater Indianapolis metropolitan area which include: • Indianapolis International Airport; • Eagle Creek Airport; • Gordon Graham Field/Hendricks County Airport; • Downtown Heliport; • Metropolitan Airport; and • Mount Comfort Airport. The Airport Authority statute established airports as independent units of government with their own executive, legislative, and taxing powers.
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given the projected growth of the Indianapolis metropolitan area and the pivotal role the airport plays in local economic development. The IAA recognizes its responsibility to minimize the noise impact on local residents and voluntarily initiated an aggressive program to mitigate the effects of increased noise levels.
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sale price of the home. Tenant-occupied homes are not eligible for sale assistance.
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Aircraft Accidents The Indianapolis metropolitan system of airports has not experienced many accidents and those that have occurred resulted in minimal injuries. It was noted by Robert Duncan, Airport Manager, that a couple of airports within the IAA system of airports have experienced a few gearup landings and overruns, with those occurring at Metropolitan Airport and Eagle Creek Airport.
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Service ceasing operations at the airport. Although FedEx launched additional freight flights during this same time, they were typically utilizing quieter Stage 3 aircraft, while the U.S.
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different people with over 90 calls from a single individual. The single individual is located outside the 65 DNL noise contours; therefore, limited mitigation options are available for the property owner or the airport.10 Airport Master Plan As with any airport included within the National Plan of Integrated Airport Systems (NPIAS)
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Introduction/Airport Overview World War II brought aviation to Naples. In 1942, the city of Naples and Collier County leased the land to the U.S.
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Special Overlay District" was established that required rezoning for any new development or significant redevelopment of land within the 65 dB DNL contour. Chronology of Naples Prohibition of Stage 2 Jets Setting 60 dB DNL as the Limit of Compatibility An important step in the chronology was to redefine the "High Noise Impact Area." Though in accordance with ANCA, all civil aircraft weighing more than 75,000 pounds operating in the United States after December 31, 1999 had to comply with Stage 3 noise limits, this "phase out" did not apply to aircraft weighing 75,000 pounds or less.
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Naples Municipal Airport, Naples, Florida 2.153 Figure 2.11-2. Forecast 2001 APF noise exposure map with NCP implemented.
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guidelines. "However, public input has indicated that noise complaints extend beyond the 65 Ldn contour.
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the 60 Ldn contour for the revised NEM including the noise abatement measures. Applying the land use compatibility guidelines normally used for the 65 Ldn contour to this 60 Ldn contour should create an adequate area of compatible land use.4 In March 1997, the city of Naples Comprehensive Plan was revised to show a "High Noise Impact Area" defined by the 60 dB DNL contour of the 1996 NCP (Figure 2.11-3)
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operations, 2) no night operations at all, 3)
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Table 2.11-3. Chronology of events leading to implementation of Stage 2 restriction.
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12 City of Naples Airport Authority v.
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The record shows that during these proceedings the City of Naples did adopt an ordinance forbidding all noise in excess of DNL 60 dB, including music and construction equipment; that the area is a retirement community; that the area is one of outdoor living; and that aircraft noise is the leading cause of noise complaints. This evidence, much of which the FAA never addressed, all supports the conclusion that DNL 60 dB level is considered a significant noise threshold in the City of Naples.18 Conclusion/Analysis Whether an airport wishes to pursue a FAR Part 161 type restriction or work to pursue a course towards greater noise and land use compatibility based on cooperative efforts, the APF experience demonstrates the importance of working with surrounding jurisdictions to develop an integrated land use plan to which all parties are committed and which will ultimately result in land use decisions based on that plan.
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Introduction/Airport Overview Naval Air Station Pensacola (NAS Pensacola) is owned by the United States Navy and is managed by the Naval Station Commanding Officer.
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Governance The governance for the Airport falls into two categories. The bulk of the responsibility lies with Escambia County which is responsible for the day-to-day management of the associated land use plan.
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can cause night blindness and training difficulties for pilots using NVGs. If there is too much ambient lighting, the pilot can not do the necessary training.
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Existing Studies, Planning, and Regulations To help maintain compatible land uses around NAS Pensacola and protect both the military base and surrounding populations, Escambia County and NAS Pensacola have conducted a JLUS. The JLUS is a basic planning process designed to identify encroachment issues confronting both the civilian community and the military installation and to recommend strategies to address the issues in the sponsoring community(s)
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pleted the implementation of a JLUS. They have been though this process many times and can help local leaders recognize and avoid potential pitfalls.5 As explained by Mike Davis and Rich Tenga, OEA representatives, the JLUS process works by nomination.
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the study, adopts the study, implements and polices the recommendations outlined in the JLUS, local community(s) comprehensive plan and ordinances.
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• Sound insulation appropriate for structures within Noise Zones to help eliminate disruption due to airport operations. • Clustering of development, which creates more open space.
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F-18s. Fortunately, through coordination of the JLUS, the community and the military installation were successful in dealing with this example of development pressures and have worked to maintain open space needed for safety.
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Naval Air Station Pensacola/Escambia Joint Land Use The AICUZ program identifies circles that encompass the military installation and describes APZ, clear zones, and noise contours, creating buffers (circles) around the AIPD.
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interaction with county planning staff, is a good asset and promotes the importance of the JLUS and protection of the NAS Pensacola base. Another part of the JLUS process is the ongoing education for the community and the military base.
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base, and have a sense of ownership and pride as the home of the Blue Angels. Residents are aware of the importance of keeping NAS Pensacola free from the encroachment of incompatible land uses, in order to keep it viable and protected.
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• The AIPD includes the APZ and noise zones and extend outward from those zones at varying distances specific to the installation and its use, as well as the area that lies between the boundaries (Figure 2.12-5)
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• Prohibited: Concentrations of population. No use is allowed that concentrates, within a structure on a regular basis, more that 25 people per acre.
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2.174 A P P E N D I X B Real Estate Disclosure Form
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Naval Air Station Pensacola (NAS Pensacola) , Pensacola, Florida 2.175
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2.176 Enhancing Airport Land Use Compatibility
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Naval Air Station Pensacola (NAS Pensacola) , Pensacola, Florida 2.177
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2.178 Enhancing Airport Land Use Compatibility
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Introduction/Airport Overview O'Hare International Airport (ORD) is owned by the city of Chicago, and the management, planning, design, operations, and maintenance are the responsibility of the Chicago Department of Aviation.
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the facility is one of the busiest in the United States and is working to reinvent itself with the O'Hare Modernization Program (OMP)
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The Mission statement of the ONCC is: To assist in developing meaningful methods of reducing the impact of aircraft noise on our surrounding neighborhoods through home and school sound insulation, and to reduce wherever possible, aircraft noise at its source. The ONCC is guided by the following vision statement: The O'Hare Noise Compatibility Commission will build and maintain coalitions of communities and citizens dedicated to the reduction of aircraft noise at and near O'Hare International Airport, and thereby enhance the quality of life for area residents.3 The ONCC strives to replace confrontation with cooperation, by bringing together the FAA, the city of Chicago, the airlines, suburban communities; FAA air traffic controllers (ATC)
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Many of the residential areas surrounding the airport were built in the 1960s and are not adequately insulated for sound resulting from the amount of commercial air traffic being experienced at the airport today. When faced with mounting noise concerns, Arlington Heights conducted their own noise study in the late 1980s to assess the impact of aircraft noise on their community.
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Aircraft Accidents ORD has experienced a few aircraft accidents on airport property and in the approach zones to the airport that have been documented since the 1960s. A couple of these accidents are directly related to incompatible land uses, as the aircraft have crashed into objects in the flight path upon takeoff.
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Noise Compatibility Fly Quiet Program The Fly Quiet Program was started in June 1997 by Mayor Richard Daley and is designed to reduce nighttime noise impacts for residential areas that lie in either the approach path or departure path of aircraft utilizing the airport. The intent is for aircraft to use preferred departure runways, flight paths, and operating procedures that encourage airlines/pilots to reduce impact on local residents.
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ciples critical to address the numerous issues associated with the airport's current and future operations. Community Involvement Public awareness is a key component for compatible land use planning.
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The ONCC has outfitted a vehicle called the Community Outreach Vehicle (COV) with the technology to demonstrate aircraft noise issues such as aircraft noise monitoring, an interactive aircraft noise demonstration system, and video presentations.
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2.187 A P P E N D I X A Model Sound Insulation Ordinance MODEL SOUND INSULATION ORDINANCE FOR INCORPORATION INTO THE RESIDENTIAL BUILDING CODE SECTION 1.
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2.188 A P P E N D I X B Village of Arlington Heights Ordinance
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O'Hare International Airport, Chicago, Illinois 2.189
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2.220 A P P E N D I X C Sound Insulating Your Home
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O'Hare International Airport, Chicago, Illinois 2.255
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2.256 Enhancing Airport Land Use Compatibility
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Introduction/Airport Overview Randall Airport is a privately owned, public use general aviation airport / residential airpark owned by the Aerodrome Development Corporation (ADC) and operated by Charles Brodie.
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the airport is still a supporter and is continually involved in the development and prosperity of the airport today.1 Brodie began his interest in Randall Airport not only as a pilot, an aircraft owner and builder, but also as an investment into the aviation community. Brodie purchased the airport in 1984.
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development went into bankruptcy twice before the project began again in the 1990s. This allowed Brodie the opportunity to purchase the parcels of property on the south side of Schutt Road and adjacent to airport property from the Canterbury Knolls tax sale to develop the mixed use residential airpark concept.2 Brodie noted that every part of the mixed-use residential airpark development that he has planned has been discussed and reviewed with the state for compliance and support.
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airport is near a golf course, but Brodie hasn't noticed any significant wildlife issues or pattern between the airport and the golf course. Brodie mentioned that the airport currently has no visual obstructions such as ambient lighting, smoke or steam.
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are taxation issues that affect privately owned airports which often creates financial constraints on small airports. Cities and towns within the state of New York do not recognize land purchased by the FAA as airport property and, therefore, is taxed at a higher rate becoming less affordable for private airports.
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Brodie notes that he continually educates and communicates with the surrounding municipalities and community residents about how the airport will create economic stimulation and jobs and how the airport will be an economic engine for the surrounding communities. Additionally, it is believed that Randall Airport will benefit from economic stimulation provided by the air carrier airports in the surrounding areas (i.e., Stewart International Airport and John F
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Introduction/Airport Overview Sacramento County Airport System (SCAS) operates four airports: Sacramento International Airport (SMF)
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• The limited capacity of Interstate 5 to carry potential passengers; and • Current lack of commuter rail transit connecting the airport to the city of Sacramento, the University of California, Davis, and the city of San Francisco until approximately 2017. SMF is located 12 miles northwest of downtown Sacramento (Figure 2.15-1)
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killed during pilot training. In 1923, military personnel were deployed to other bases and Mather Field was closed.
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the 1950s and 1960s, McClellan hosted the 552nd Airborne Early Warning Wing and received RC-121 and EC-121 Warning Star aircraft operations. Throughout the 1980s and 1990s, McClellan continued to operate maintenance facilities for F-111, FB-111, EF-111 and the A-10 Thunderbolt II aircraft and continued electronic logistics for military aircraft, equipment, and supplies.
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Transportation's California's Airport Land Use Handbook for guidance. Like many airports in California, SCAS finds it challenging to balance Federal (NEPA)
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While much of this activity is carried out directly with project sponsors, the County Planning Department also has a Subdivision Review Committee that meets every two weeks through which airport considerations are also shared with project proponents and County Planning staff. Additionally, SCAS reports a good working relationship with the city of Rancho Cordova in implementing conditions of the Mather Airport Planning Policy Area on applicable projects within Rancho Cordova city limits.
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levels and has reduced the aircraft safety area required. The Sacramento Area Council of Governments, acting as the regional Airport Land Use Commission, is currently revising the McClellan Airport Land Use Compatibility Plan.
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All of SCAS land use elements are displayed in Table 2.15-4 since they apply equally to all airports. Due to the unique nature of each airport, their NAPs are displayed in individual Tables 2.15-5 to 2.15-7.
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Community Involvement SCAS has long emphasized public outreach as an important part of its mission. A good example of SCAS' communication and public outreach is outlined Table 2.15-8.
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• Mather Airport Aircraft Overflight Noise Group; • Real estate disclosure brochure; • Jeppesen chart inserts and flight manuals; • Sanderson flight manuals; • Information provided to NBAA, AOPA, ALP, ATL, and ATC; • Informal meetings with planning departments; • Pilot and ATC briefings; and • Direct communication with specific airlines. Accident/Safety Issues While SCAS facilities have an extraordinary safety record, a tragic 1972 fatal air show accident at SAC involving an F-86 that crashed into a local ice cream parlor resulted in the deaths of 22 people on the ground, including 12 children.
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aboard, crashed into an auto salvage yard shortly after take-off. While the three crewmembers were fatally injured, there were no other injuries or deaths associated with this accident.
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Proposed Measure SCAS Action Status/ Date Completed Aircraft fly and approach at higher altitude, promote 3-degree ILS approach. Pilot Information Line informs of 3 degree or greater glide slope on approach.
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Sacramento County Airport System, Sacramento, California 2.277 Airport Noise Operational Monitoring System (ANOMS) monitor NA procedural performance.
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2.278 Enhancing Airport Land Use Compatibility Protect south departure corridor with zoning, easements and other land use planning techniques. • CLUP will address after Master Plan EIR/EIS is completed.
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Sacramento County Airport System, Sacramento, California 2.279 County Initiated Noise Abatement Items Review Plans for Compatibility Noise Manager submit parcel development plan review on airport compatibility to County Subdivision Review Committee. Develop referral area on County planning maps for regular review of development projects.
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Introduction/Airport Overview Willmar Municipal Airport is located in Willmar, Minnesota, about an hour drive from the growing city of St. Cloud and 2 hours from Minneapolis (Figures 2.16-1 and 2.16-2)
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History and Development Willmar, Minnesota, has an aviation history dating back to the late 1920s when a group of hobby fliers started an airfield west of the city known as "Ramblewood." The hobby fliers raised interest in the city for an airfield that could be open to the public. Work on the airfield started in 1934 as part of President Roosevelt's New Deal Program.
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The option of relocating the airport also had the benefit of making old airport land available to expand the adjacent industrial park, converting it to tax-generating commercial and industrial uses. By selling its land holdings at the old airport site, the city could generate revenue to cover its share of the cost of the new airport.
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The airport operator must offer to either create a joint zoning board having authority to adopt and enforce zoning, or have the other jurisdiction adopt and individually enforce the same airport zoning as the airport operator. Lacking positive response to either option, the airport owner may simply enforce its zoning in the two-mile radius area around the airport.
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• The new joint city-county AZB was convened. Cooperation among the jurisdictions has been very good thus far.
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Community Involvement The decision process to relocate the airport occurred in the context of the 1997 Airport Master Plan process. During that plan update, the city included a number of public outreach efforts and received feedback from the public about the potential alternatives.
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Conclusion/Analysis At K-BDH, the failure of the city to protect its asset from incompatible land use resulted in costly relocation of the airport. In particular, the city allowed a number of incompatible uses in the safety zones, such as a grain elevator and lighted sport field.
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Ale, Ben, Edward Smith, and Robin Pitblado. Safety Around Airports – Developments in the 1990s and Future Directions.
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Department of Defense, Office of Economic Adjustment. NAS Pensacola Joint Land Use Study (JLUS)
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McMillen, Daniel P., "Airport Expansions and Property Values: The Case of Chicago O'Hare Airport," Journal of Urban Economics, 55(3)
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Schultz, T.J., "Synthesis of social surveys on noise annoyance," J Acoust.
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United States Department of Transportation Federal Aviation Administration. Airport Benefit-Cost Analysis Guidance, FAA Office of Aviation Policy and Plans.
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U.S. Government Accountability Office (GAO)
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Key Terms
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