Brown Field Municipal Airport Land Use Compatibility Plan

More documents

Recommendations

Info

APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTSBasis for Setting CriteriaCompatibility criteria related to cumulative noise levels are well-established in federal and State laws andregulations. The California Airport Noise Regulations (California Code of Regulations, Section 5000 etseq.) states that:The level of noise acceptable to a reasonable person residing in the vicinity of an airport isestablished as a community noise equivalent level (CNEL) value of 65 dB for purposes ofthese regulations. This criterion level has been chosen for reasonable persons residing inurban residential areas where houses are of typical California construction and may havewindows partially open. It has been selected with reference to speech, sleep and communityreaction.No airport declared by a county board of supervisors as having a “noise problem” is to operate in amanner that results in incompatible uses being located within the 65 dB CNEL contour. In San DiegoCounty, only San Diego International Airport has been so designated. Incompatible uses are defined asbeing: residences of all types, public and private schools, hospitals and convalescent homes, and placesof worship. However, these uses are not regarded as incompatible where acoustical insulation has beeninstalled to reduce the interior noise level to 45 dB CNEL or the airport sponsor has acquired an avigationeasement for aircraft noise.As noted in the regulations, the 65 dB CNEL standard is set with respect to urban areas. For manyairports and in many communities, 65 dB CNEL is too high to be considered acceptable to “reasonablepersons.” Through a process referred to as “normalization,” adjustments can be made to take into accountsuch factors as the background noise levels of the community and previous exposure to particular noisesources. This process suggests, for example, that 60 dB CNEL may be a more suitable criterion forsuburban communities not exposed to significant industrial noise and 55 dB CNEL may be appropriate forquiet suburban or rural communities remote from industrial noise and truck traffic. On the other hand,even though it exceeds State standards, 70 dB CNEL may be regarded as acceptable noise exposure innoisy urban residential communities near industrial areas and busy roads.Industrial activity and transportation noise are two of the most prominent contributors to backgroundnoise levels in a community. According to a U.S. Environmental Protection Agency (EPA) study,however, the variable that correlates best with ambient noise levels across a broad range of communitiesis population density (Population Distribution of the United States as a Function of Outdoor Noise Level,EPA Report No. 550/9-74-009, June 1974). This study established the following formula as a means ofestimating the typical background noise level of a community:DNL EPA = 22 + 10 * log(p)where “p” is the population density measured in people per square statute mile.C–4Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
APPENDIX CAIRPORT LAND USE COMPATIBILITY CONCEPTSThese factors are central considerations in the noise level criteria for new residential developmentendorsed by the San Diego County ALUC and reflected in the policies of this Compatibility Plan. TheALUC considers the maximum normally acceptable noise exposure for new residential development nearairports in urban areas to be 65 dB CNEL, 60 dB CNEL near airports in suburban areas, and 55 dB CNELnear low-activity airports in rural areas. Based on the above EPA equation, these criteria are a minimumof 5 dB above the predicted ambient noise levels in the respective communities.Similar considerations apply in establishing maximum acceptable noise exposure for nonresidential landuses, particularly those that are noise sensitive. For schools, lodging, and other such uses, a higher noiseexposure may be tolerated in noisy urban communities than in quieter suburban and rural areas. For usesthat are not noise sensitive or that generate their own noise, the maximum acceptable noise exposurelevels tend to be the same regardless of ambient noise conditions. The criteria listed in Chapter 3 of thisCompatibility Plan are set with these various factors in mind.SAFETYCompared to noise, safety is, in many respects, a more difficult concern to address in airport land usecompatibility policies. A major reason for this difference is that safety policies address uncertain eventsthat occur only occasionally, whereas noise policies deal with known, more or less predictable, eventsthat do occur with every aircraft operation. Because aircraft accidents happen infrequently and the time,place, and consequences of an individual accident cannot be predicted, the concept of risk is central to theassessment of safety compatibility.Compatibility ObjectiveThe overall objective of safety compatibility criteria is to minimize the risks associated with potential offairportaircraft accidents and emergency landings beyond the runway environment. This objective hastwo components:• Safety on the Ground: The most fundamental safety compatibility component is to provide for thesafety of people and property on the ground in the event of an aircraft accident near an airport.• Safety of Aircraft Occupants: The other important component is to enhance the chances of survival ofthe occupants of an aircraft involved in an accident that takes place beyond the immediate runwayenvironment.MeasurementBecause aircraft accidents happen infrequently, measuring the risks associated with their occurrence isdifficult. It is necessary to look at accident-related information for many airports to assemble enough datato be statistically valid. It is beyond the intent of this document to provide statistical data about aircraftC–5Brown Field Municipal Airport Land Use Compatibility PlanJanuary 25, 2010
Page 1:
Brown Field Municipal AirportLand U
Page 15:
San Diego County Regional Airport A
Page 18 and 19:
TABLE OF CONTENTS BROWN FIELD MUNIC
Page 20 and 21:
TABLE OF CONTENTS BROWN FIELD MUNIC
Page 23 and 24:
1Introduction1.1 OVERVIEW OF THE PL
Page 25 and 26:
CHAPTER 1INTRODUCTIONthe vicinity o
Page 27 and 28:
CHAPTER 1INTRODUCTION1.2.1 State La
Page 29 and 30:
CHAPTER 1INTRODUCTION1.4 PLAN IMPLE
Page 31:
Chapter 2Airport Land UseCommission
Page 34 and 35:
CHAPTER 2AIRPORT LAND USE COMMISSIO
Page 36 and 37:
Page 38 and 39:
Page 40 and 41:
Page 42 and 43:
Page 44 and 45:
Page 46 and 47:
Page 48 and 49:
Page 50 and 51:
Page 52 and 53:
Page 54 and 55:
Page 56 and 57:
Page 58 and 59:
Page 60 and 61:
Page 62 and 63:
Page 65:
Chapter 3Brown Field Municipal Airp
Page 68 and 69:
CHAPTER 3BROWN FIELD MUNICIPAL AIRP
Page 70 and 71:
Page 72 and 73:
Page 74 and 75:
Page 76 and 77:
Page 78 and 79:
Page 80 and 81:
Page 82 and 83:
Page 84 and 85:
Page 86 and 87:
Page 88 and 89:
Page 90 and 91:
Page 92 and 93:
Page 94 and 95:
Page 96 and 97:
Page 98 and 99:
Page 100 and 101:
Page 102 and 103:
Page 104 and 105:
Page 106 and 107:
Page 108 and 109:
Page 110 and 111:
Page 112 and 113:
Page 114 and 115:
Page 116 and 117:
Page 118 and 119:
Page 120 and 121:
Page 122 and 123:
Page 124 and 125:
Page 126 and 127:
Page 128 and 129:
Page 131 and 132:
4.1 AIRPORT OVERVIEW4.1.1 Airport L
Page 133 and 134:
CHAPTER 4BACKGROUND DATA: BROWN FIE
Page 135 and 136:
Page 137 and 138:
Page 139 and 140:
Page 141 and 142:
Page 143 and 144:
Page 145 and 146:
Page 147 and 148:
Page 149 and 150:
Page 151 and 152:
Page 153 and 154:
Page 155 and 156:
Page 157 and 158:
Page 159 and 160:
Page 161 and 162:
Page 163 and 164:
Page 165 and 166:
Page 167 and 168:
Page 169 and 170:
Page 171 and 172:
CHAPTER 4LowerOtayReservoirECity of
Page 173 and 174:
Page 175 and 176:
Brown Field Municipal Airport Land
Page 177 and 178:
Brown Field Municipal Airport Land
Page 179 and 180:
Page 181:
Appendix AState Laws Related toAirp
Page 184 and 185:
APPENDIX ASTATE LAWS RELATED TO AIR
Page 186 and 187:
Page 188 and 189:
Page 190 and 191:
Page 192 and 193:
Page 194 and 195:
Page 196 and 197:
Page 198 and 199:
Page 200 and 201:
Page 202 and 203:
Page 204 and 205:
Page 206 and 207:
Page 208 and 209:
Page 210 and 211:
Page 212 and 213:
Page 214 and 215:
Page 216 and 217: APPENDIX ASTATE LAWS RELATED TO AIR
Page 243 and 244: Appendix B14 Code of Federal Regula
Page 245 and 246: APPENDIX B14 CODE OF FEDERAL REGULA
Page 261: Appendix CAirport Land UseCompatibi
Page 264 and 265: APPENDIX CAIRPORT LAND USE COMPATIB
Page 293 and 294: Appendix DMethods for Determining C
Page 295 and 296: APPENDIX DMETHODS FOR DETERMINING C
Page 303: Appendix EGeneral Plan Consistency
Page 306 and 307: APPENDIX EGENERAL PLAN CONSISTENCY
Page 308 and 309: APPENDIX EGENERAL PLAN CONSISTENCY
Page 311 and 312: Appendix FSample Implementation Doc
Page 313 and 314: APPENDIX FSAMPLE IMPLEMENTATION DOC
Page 315 and 316: APPENDIX FSAMPLE IMPLEMENTATION DOC
Page 317 and 318:
APPENDIX FSAMPLE IMPLEMENTATION DOC
Page 319:
Appendix GOn-Line Implementation To
Page 322 and 323:
APPENDIX GON-LINE IMPLEMENTATION TO
Page 325 and 326:
Appendix HGlossary of TermsIn addit
Page 327 and 328:
APPENDIX HGLOSSARY OF TERMSDisplace
Page 329 and 330:
APPENDIX HGLOSSARY OF TERMSNavigati
Page 331 and 332:
APPENDIX HGLOSSARY OF TERMSVisual F
Page 333:
Appendix ICorrespondence with theDi
Page 358:
and FAA directive.That said, we wil
show all

Brown Field Municipal Airport Land Use Compatibility Plan

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?