Using GIS for Collaborative Land Use Compatibility Planning Near Airports (2019) / Chapter Skim
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Pages 38-60
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From page 38... ...
38 To ensure proper data integrity for addressing land use compatibility challenges with geo spatial technologies, technical specifications (including the extent, accuracy, frequency of update, level of attribution, and sensitivity) are recommended for each type of data.
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Data Development Guidelines 39 Creating Data Standards The quality of data, including its consistency and comparability, is enhanced when data stan dards are available to support the collection and use of a data set. The development of data standards is not something done at the end of the data development process.
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40 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Identify and (Regularly) Use Available Data Sources The availability of existing data sources should be explored and used where possible.
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Data Development Guidelines 41 not collect the same information, which could produce inconsistencies, depending upon timing, accuracy, and metadata granularity. Data Development Should Reflect (not Drive)
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42 Using GIS for Collaborative Land Use Compatibility Planning Near Airports data use, and data maintenance. If only one stakeholder sees a return on the investment, the data development process runs the risk of losing consensus and limiting the potential for enhanced collaboration.
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Data Development Guidelines 43 Symbols can obscure one another, detract from visual discrimination between layers where colors or shapes are too similar, command too much attention where colors are too bold, or display poorly against any basemap features present. Application: Aircraft Noise Data Sources Significant amounts of data and complex technical analysis are required to determine the areas of noise impact and operation to determine preventative and remedial measures to implement.
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44 Using GIS for Collaborative Land Use Compatibility Planning Near Airports • Airport noise monitoring and management systems: Airport noise monitoring is generally used to evaluate noiseabatement programs and to develop aircraft departure and arrival procedures that minimize the impact of aircraft noise based upon altitude, flight path, and time of day. Data from these systems can be downloaded in a variety of formats, and reports and can also be linked geospatially with flight radar tracking so that specific aircraft can be identified when noise limits are exceeded, operational requirements can be enforced, and new plans and policies can be developed for continuous improvement.
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Data Development Guidelines 45 PDARS includes: • 20 domestic Air Route Traffic Control Centers (ARTCC's) • 28 Terminal Radar Approach Control (TRACON)
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46 Using GIS for Collaborative Land Use Compatibility Planning Near Airports from a variety of sources. Parcellevel land use classification data can derive from municipali ties, counties, and regional governmental agencies (e.g., MPOs)
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Data Development Guidelines 47 Demographic Information Feature Type GeoType Source Description CensusBlock Polygon U.S. Census TIGER/Line Shapefiles and TIGER Geodatabases These shapefiles or geodatabases bring together geography from the 2015 TIGER/Line Shapefiles and data from the 2011–2015 American Community Survey (ACS)
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48 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Aircraft Noise Monitoring Feature Type GeoType Source Description NoiseMonitoringStation Point Airport Derived Location of equipment for long-term measuring of ambient noise levels. NoiseIncident Point Derived A formal complaint by an individual or group regarding excessive noise resulting from airport operations.
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Data Development Guidelines 49 Land Use Compatibility Feature Type GeoType Source Description RecreationAreas Polygon Derived, City/County/MPO GIS The published representation of parks and recreation areas managed in the facility site point feature type, combined with service information and organized for consumption in desktop and web applications. ParkingLot Polygon Derived, City/County/MPO GIS An area of an airport used for parking of automobiles, buses, etc.
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50 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Noise Contours, 5-dB increments (55dB to 85dB) Noise Contours, 5-dB increments (55dB to 75dB)
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Data Development Guidelines 51 Figure 14 displays NEMs for MSP, FLL, and Philadelphia International Airport (PHL) with samples of different types of formats depicting the same type of information.
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52 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Multiple grids may be created, but at least one grid consists of population centroids from the U.S. Census blocks.
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Data Development Guidelines 53 group are located the obstacle, obstruction area, and OIS layers, the primary layers for storage of data directly related to airspace obstructions. Once an organization has acquired obstruction data, it can leverage a GIS system to compare obstructions with land use and related data spatially to explore their relationships.
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54 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Generally, local governments or planning organizations commonly have already implemented GIS systems and have a greater capability to consume the data than airport staff, who often have multiple responsibilities apart from GIS analysis. Furthermore, many possibilities exist for con version of these data to a multitude of electronic formats, whatever an agency may need.
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Data Development Guidelines 55 useful information to the collaborative land use planning process where land cover datasets have been prepared. Though not the same concept as land use, land cover does typically exhibit clas sification schemes considerably like those of land use, so land cover can act as a proxy for or approximation of land use.
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56 Using GIS for Collaborative Land Use Compatibility Planning Near Airports and in the future. As with most spatially based investigations, thoughtfully designed maps of data, analyses, and results constitute a clear, intuitive, and highly informative medium of com munication, capable of revealing and clarifying obscure relationships among data.
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Data Development Guidelines 57 AGIS standards, Airport Airspace Analysis guidance contains oblique, 3D, colored diagrams of OID surfaces, the colors of which could be reflected in a GIS map of OID surfaces. In practice, the symbology for OID surfaces has proven critical for map clarity.
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58 Using GIS for Collaborative Land Use Compatibility Planning Near Airports represented by the same shape but a distinct color. For example, 0–3 feet penetration could be gray, 3–10 feet orange, and > 10 feet red.
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Fauna that is Hazardous to Aircraft Operations - Analysis Feature Type GeoType Source Description AirportBoundary Polygon ALP Exhibit A; Airport Cadastral Records; Local Parcel Maps A polygon, or a set of polygons, that encompasses all property owned or controlled by the airport for aviation purposes. FaunaObservation Point The National Oceanic and Atmospheric Administration (NOAA)
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60 Using GIS for Collaborative Land Use Compatibility Planning Near Airports Table 15 displays feature classes that are required to analyze the interference solar panels can have on airport navigational aids and communications equipment. The feature classes required to analyze the impact of solar panels as obstructions to navigable airspace are the same as those listed in the obstructions portion of this chapter.
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