Brown Field Municipal Airport Land Use Compatibility Plan

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APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTS• Basis for Setting Criteria: The factors that should be considered in setting the respective compatibilitycriteria.NOISENoise is perhaps the most basic airport land use compatibility concern. Certainly, it is the most noticeableimpact of airport operations.Compatibility ObjectiveThe purpose of noise compatibility policies is to avoid introducing new noise-sensitive land uses in theportions of an airport environs that are exposed to significant levels of aircraft noise, taking into accountthe characteristics of the airport and the communities surrounding the airport.MeasurementFor the purposes of airport land use compatibility planning, noise generated by aircraft operations to,from, and around an airport is primarily measured in terms of the cumulative noise levels of all aircraftoperations. In California, the cumulative noise level metric established by State regulations, including themetric used for measuring aircraft noise, is the Community Noise Equivalent Level (CNEL). Cumulativenoise level metrics are used to measure the noise levels of all aircraft operating at an airport on an averageday (1/365) of the year. The calculations take into account the number of operations of each aircraft type,the noise levels they produce, the time of day at which they operation, and their geographic distribution(the runways and flight tracks used). To reflect an assumed greater community sensitivity to nighttimeand evening noise, the CNEL metric treats events during these periods as being louder than actuallymeasured. Specifically, an extra weight of 4.77 dB is added to noise events between 7:00 p.m. and 10:00p.m., and an extra 10.0 dB is added to events between 10:00 p.m. and 7:00 a.m.Cumulative noise level metrics provide a single measure of the sound level, in decibels (dB), to whichany point near an airport is exposed during an average day. Although the maximum noise levelsproduced by individual aircraft are a major component of the calculations, cumulative noise level metricsdo not explicitly describe these peak values. Cumulative noise levels are usually illustrated on airportarea maps as contour lines connecting points of equal noise exposure.For civilian airports, noise contours are typically calculated using the Federal Aviation Administration’s(FAA's) Integrated Noise Model (INM) computer program. For military airports, the similar Departmentof Defense’s NOISEMAP model is used. Inputs to these models are of two basic types: standardizedaircraft performance and noise data this data can be adjusted for a particular airport if necessary) andairport-specific data (including aircraft types and number of operations, time of day of aircraft operations,runway usage distribution, and the location and usage of flight tracks). Airport elevation and surroundingC–2Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTStopographic data can also be entered. For airports with airport traffic control towers, some of these inputscan be obtained from recorded data. Noise monitoring and radar flight tracking data available for airportsin metropolitan areas are other sources of valuable information. At most airports, though, the individualinput variables must be estimated. The underlying aircraft operational data used to develop noiseexposure contours for this Compatibility Plan is described in Chapter 4.Compatibility StrategiesThe basic strategy for achieving noise compatibility in an airport vicinity is to limit development of landuses that are particularly sensitive to noise. The most acceptable land uses are ones that either involvefew people (especially people engaged in noise-sensitive activities) or generate significant noise levelsthemselves (such as other transportation facilities or some industrial uses).Generally, California law regards any residential land uses as normally incompatible where noiseexposure exceeds 65 dB CNEL. State airport noise regulations, though, apply only to “noise problemairports,” which are defined by specific criteria in the regulations and which can operate only under anoise variance from the State Department of Transportation. In addition, the 65 dB CNEL standard is setwith respect to high-activity airports, particularly major air carrier airports in urban locations whereambient noise levels are generally higher than in suburban and rural areas. As discussed below and asprovided in the Handbook, a lower threshold of incompatibility is often appropriate at certain airports,particularly in suburban or rural locations where the ambient noise levels are lower than in urban areas.In places where the noise exposure is not so severe as to warrant exclusion of new residentialdevelopment, one strategy is to have very low densities—that is, parcels large enough that the dwellingcan be placed in a portion of the property that is less affected by aircraft noise. In urban areas, however,this strategy is seldom viable. The alternative for such locations is to encourage high-density, multifamilyresidential development with little, if any, outdoor areas, provided that the 65 dB CNEL standard andlimitations based on safety are not exceeded. Ambient noise levels are typically higher in multifamilydevelopments than in single-family subdivisions, outdoor living space is less, and sound insulationfeatures can more easily be added to the buildings. All of these factors tend to make aircraft noise lessintrusive.Sound insulation is an important requirement for residential and other noise-sensitive indoor uses in highnoise areas. The California Building Code requires that sufficient acoustic insulation be provided in anyhabitable rooms of new hotels, motels, dormitories, dwellings (other than detached single-familyresidences) to ensure that aircraft noise is reduced to an interior level of 45 dB CNEL or less. Todemonstrate compliance with this standard, an acoustical analysis must be completed for any residentialstructure proposed to be located where the annual CNEL exceeds 60 dB. This Compatibility Plan extendsthe 45 dB CNEL interior noise limit standard to single-family dwellings as well. The Compatibility Planfurther requires dedication of an avigation easement (see later discussion in this appendix) as a conditionfor development approval in locations where these standards apply.C–3Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
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Brown Field Municipal AirportLand U
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San Diego County Regional Airport A
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TABLE OF CONTENTS BROWN FIELD MUNIC
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TABLE OF CONTENTS BROWN FIELD MUNIC
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1Introduction1.1 OVERVIEW OF THE PL
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CHAPTER 1INTRODUCTIONthe vicinity o
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CHAPTER 1INTRODUCTION1.2.1 State La
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CHAPTER 1INTRODUCTION1.4 PLAN IMPLE
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Chapter 2Airport Land UseCommission
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CHAPTER 2AIRPORT LAND USE COMMISSIO
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Chapter 3Brown Field Municipal Airp
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CHAPTER 3BROWN FIELD MUNICIPAL AIRP
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4.1 AIRPORT OVERVIEW4.1.1 Airport L
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CHAPTER 4BACKGROUND DATA: BROWN FIE
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CHAPTER 4LowerOtayReservoirECity of
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Brown Field Municipal Airport Land
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Brown Field Municipal Airport Land
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Appendix AState Laws Related toAirp
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APPENDIX ASTATE LAWS RELATED TO AIR
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Page 293 and 294: Appendix DMethods for Determining C
Page 295 and 296: APPENDIX DMETHODS FOR DETERMINING C
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Page 311 and 312: Appendix FSample Implementation Doc
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APPENDIX FSAMPLE IMPLEMENTATION DOC
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Appendix GOn-Line Implementation To
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APPENDIX GON-LINE IMPLEMENTATION TO
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Appendix HGlossary of TermsIn addit
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APPENDIX HGLOSSARY OF TERMSDisplace
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APPENDIX HGLOSSARY OF TERMSNavigati
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APPENDIX HGLOSSARY OF TERMSVisual F
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Appendix ICorrespondence with theDi
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and FAA directive.That said, we wil
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Brown Field Municipal Airport Land Use Compatibility Plan

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