530 Airport Comprehensive Plan Section 530

Transcription

1 Comprehensive Plan Section 530 This section of the comprehensive plan will summarize the existing Master Plan as developed by Howard, Needles, Tammen, and Bergendoff and adopted by the Owensboro- Daviess County Regional Board in October 1993 and detail some of the recent and future changes to the Owensboro- Daviess County Regional facility. For more detailed information and drawings, the Master Plan should be consulted. for jet A turbine fuel and 62,000 gallons for 100 octane low 1ead avgas. Exhibit 531-M1: Runway Layout 2006 EXISTING FACILITIES The is located approximately two miles southwest of downtown Owensboro (Exhibit 531-M1). The Owensboro- Daviess County property contains 887 acres of land. Those lands that do not support aviation activities are used for agricultural activities. The has two concrete runways. North-South Runway is 150 feet wide by 6,500 feet long, and East--West Runway 5-23 is 100 feet wide by 5,000 feet long. Runway is the primary instrument runway, however, both runways are capable of accommodating large transport aircraft. Runway 5-23 serves as a secondary, crosswind runway for general aviation utility aircraft. For lighting, Runway is equipped with High Intensity Runway Lights (HIRL) and Runway End Identification Lights (REILS) while medium intensity lighting is provided for runway 5-23 and taxiways. Other lights exist for the runway edge, taxiway edge, apron edge, ramp, approach, refueling area, runway threshold, obstruction, wind indicator, and a rotating airport beacon. (See Exhibit 531-M2 for layout.) Navigational aids include a 36-inch rotating beacon light and tower, TVOR, ILS, MALSR and DME. A non-federal, VFR air traffic control tower is in operation at the airport. The tower is in operation from 6:00 AM to 10:00 PM seven days a week. Crash, fire, and rescue facilities and equipment are provided to the airport through an agreement with Daviess County. The fire station is located on airport property and is known as County Fire District #1. The passenger terminal contains approximately 9,600 square feet and recently underwent renovation that expanded the passenger waiting area. Space is provided for the airlines, car rental, airport offices, baggage claim, and public restrooms in the terminal. One hundred forty-one (141) parking spaces are provided in the terminal area. Three Fixed Based Operators (FBOs) are located at the MidAmerica Jet, Modern Transportation, and Midline Air Freight. Services include, but are not limited to, aircraft storage, tie-down area, maintenance hangar area, office and support area, flight instruction, charter, automobile parking facilities, and aircraft fueling facilities. A total of 88 spaces comprising 94,000 square feet of FBO hangar area are available. Approximately 97 per cent of all aircraft based at the FBOs are hangared. The FB0s also provide 35,000 square feet of maintenance hangar area and 14,000 square feet of office and support area. For itinerant aircraft visiting and aircraft stored outside, the FBOs provide room for 76 aircraft. The FB0s also provide 130 automobile spaces. Fueling for most general aviation is provided by the FBOs. Existing tank storage capacities include125,000 gallons EXISTING AIR SERVICE Air service quality is based upon the number, timing, and destination of flights, the number of stops between origin and destination, and the type of equipment flown. American Connection currently provides commercial airline passenger service at the airport. American Connection provides two daily roundtrip flights to St. Louis, Missouri Monday through Friday and one daily roundtrip to St. Louis on the weekends. American Connection operates 19 passenger British Aerospace Jetstream aircraft at the airport. FORECASTS Numerous factors influence the demand for an airport facility and include: The convenience of the airport location within the service area; The quality and extent of commercial and freight service; The number and type of active general aviation pilots in the airport service area; The number and type of general aviation aircraft both based within and regularly visiting the service area; The socioeconomic characteristics of the area, including the extent of industrial and commercial activity; The presence of competition from neighboring airports with comparable or better commercial service and/or airfield or terminal facilities; and, The attractiveness of pilot services, such as aircraft and avionics maintenance, available at the airport. In order to provide a reasonable estimation of the physical runway, taxiway and terminal facilities needed to meet user demand, the Master Plan forecasted need in six areas using a low, planning, and high forecast method. Exhibit 532-TI provides a summary of the planning forecast method, because this method was considered the most probable scenario and is based on current projections of economic and aviation growth

2 Exhibit 532-M1: Main Terminal Area RECOMMENDATIONS Based on the aviation activity forecasts presented in Exhibit 532- T1, the following recommendations were provided. RUNWAYS Runway will be extended to 8,000 feet in 2007 to accommodate cargo operators and manufacturing facilities located in the adjacent Mid America Airpark. NAVAID FAA eligibility for terminal NAVAID facilities at an airport are primarily based on air traffic demand levels. Existing terminal navigational facilities (i.e., rotating beacon, control tower, IVOR, ILS) should be maintained. Installation of a microwave-based landing system (MLS) with an elevation approach angle that is greater than three degrees may permit the establishment of a Runway 18 precision approach. CRASH, FIRE AND RESCUE FACILITIES The airport is categorized as an Index A facility under Federal Aviation Regulations Part The Fire Station houses a 2005 International ARFF Vehicle capable of meeting the requirements of Index A. In addition, back-up equipment is available for use as provided by the Daviess County and City Of Owensboro Fire Departments. AIRFIELD MAINTENANCE FACILITIES. Exhibit 532-T1: Summary of Aviation Activity Forecasts Estimated Forecast Forecast Item Forecast of Passenger Aircraft Operations Enplanements 14,000 18,000 21,300 30,700 Average Seats Per Aircraft Average Enplaning Load Factor (%) Enplanements Per Aircraft Departure Aircraft Departures 2,408 2,579 2,767 3,377 Aircraft Operations 4,816 5,158 5,534 6,754 Forecast Of General Aviation Aircraft Operations Based Aircraft 22,044 24,300 26,000 29,900 Itinerant Aircraft 27,084 29,800 32,200 37,200 Total Aircraft 49,128 54,100 58,200 67,100 Forecast Of Operations By Aircraft Type Passenger Airline 4,816 5,158 5,534 6,754 General Aviation 49,128 54,100 58,200 67,100 Military 1,973 2,000 2,000 2,000 Total 55,917 61,258 65,734 75,854 A 6000 square feet Snow and Ice materials building was constructed in In addition, the airport has a 5000 square feet maintenance building to house equipment and supplies. AIRLINE & GENERAL AVIATION TERMINAL FACILITIES The following three exhibits provide a summary of airline and general aviation terminal area needs over a 15-year period ( ). The facility needs were based on the forecasts presented in Exhibit 532-T1. Airline Terminal Facilities include those landside (automobile parking and terminal curb), terminal building, and apron areas used in support of scheduled passenger service. Exhibit 533-Tl, 533-T2, and 533-T1 provide a summary of these needs to the year General Aviation Terminal Facilities include those storage, maintenance, servicing and convenience facilities desired by based aircraft and visiting general aviation aircraft using the. Probably the most important indicator of general aviation terminal needs is the total number of based and visiting aircraft that must be accommodated at any particular time. In establishing relationships of future facility requirements to aircraft numbers, the planning curve estimates of based aircraft and peak hour itinerant aircraft operations have been used. Exhibit 534-Tl provides a summary of general aviation terminal area needs to the year 2012.

3 Exhibit 533-T1: Airline Aircraft Apron Requirements Existing Forecast Basic Planning Factors Peak Hour Passenger Enplanements Peak Hour Aircraft Operations Largest Airline Aircraft (# of seats) Smallest Airline Aircraft (# of seats) Aircraft Apron Requirements Airline Parking Total Airline Positions Airline Apron Length (lf) Supplemental Aircraft Parking Total Supplemental Positions Supplemental Apron (lf) Total Apron Positions Total Apron Length (lf) Exhibit 533-T2: Airline Terminal Building Space Requirements Existing Forecast Basic Planning Factors Annual Airline Passenger 14,000 18,000 21,300 30,700 Enplanements Peak Hour Airline Passenger Enplanements Peak Hour Airline Aircraft Operations Terminal Building Space Requirements (sf) Ticketing Office Area 1,600 1,600 1,600 1,600 Baggage Claim Area 1,010 1,090 1,100 1,140 Circulation Areas 2,810 2,810 2,810 2,810 Passenger Waiting Areas 1,710 1,710 1,865 1,865 Administration 3,425 4,245 4,645 6,275 Concessions 2,425 2,425 2,425 2,425 Total Terminal Building Area 12,980 13,880 19,445 16,115 Exhibit 533-T3: Airline Terminal Vehicle Parking Requirements Basic Planning Factors Average Day Airline Passenger Enplanements Peak Hour Airline Passenger Enplanements Vehicles On Entrance Roadway In Peak Hour Vehicles Past Terminal Curbside in Peak Hour Existing Forecast Vehicle Parking Space Requirements Public Parking Employee Parking Rental Car Parking Control Tower Parking Total Parking Curb Loading Space Requirements Public (Personal) Vehicles # Of Spaces Curb Length (lf) Taxi Vehicles # of spaces Curb Length (lf) Total Curb Vehicle Spaces Total Curb Length (lf) AIRPORT ACCESS The widening of Carter Road to five lanes and the new interchange at the US 60 Bypass and Carter Road have greatly improved highway access to the south FBO area. A new airport perimeter road providing airport passenger, tenant and service vehicles with convenient and direct travel between the two terminal areas was built in FINANCIAL CONSIDERATIONS The Board and staff have developed sound policies in recruiting new business to the airfield and the Board has adopted fair and reasonable policies in drafting new lease agreements. The continues to rely on local government appropriations to supplement its operating revenue with the goal of becoming self-sufficient in the near future.

4 Exhibit 534-T1: General Aviation Area Facility Requirements Existing Forecast Basic Planning Factors Local Based Aircraft (1) Itinerant aircraft in terminal area in peak period General Aviation Facilities Aircraft Storage Hangar Area T-Hangar Spaces 30 (2) Conventional Hangar 84 (2) Spaces Storage Hangar Area 156,612 92,700 98, ,650 (sf) Maintenance Hangar N/A (3) 27,810 29,610 33,200 Area (sf) Office & Support Area N/A (3) 18,080 19,250 21,580 (sf) Total Hangar Spaces (#) Total Building Area (sf) 156, , , ,430 Aircraft Parking Apron Facilities Total Apron Spaces (#) Total Apron Area (sy) 15,400 (4) 16,000 16,000 16,700 Auto Parking Facilities Parking Spaces (#) Auto Parking Area (sy) 6,550 6,600 6,820 7,095 FBO Aviation Fuel Facilities (gallons) Jet A Turbine Fuel 55,000 56,500 58,800 61, LL Avgas 52,000 53,500 55,600 57,800 Auto Fuel 3,000 3,100 3,200 3,550 (1) See Exhibit 532-T1 (2) Includes 14 unoccupied conventional hangar spaces & 14 unoccupied T-hangar spaces (3) Included in storage hangar area (4) Does not include 39,667 square yards of apron space presently not used for aircraft parking The plan also reviewed historical data on revenues and expenses and made forecasts for the twenty-year plan period through Historical data reviewed were for the fiscal years ending June 30, 1982 through The estimates of revenues were based upon setting rates, wherever possible, at a level adequate to recover the s investment in the facilities recommended by the plan. The estimates of operating expenses were set to recover the additional expenses caused by the recommended facilities. Revenues are forecasted to increase from $404,600 in 1997 to $416,400 in Operating expenses are forecasted to remain the same at $391,100 throughout the forecast period. ENVIRONMENTAL OVERVIEW The environmental review included in the plan is not intended to be a detailed environmental assessment (EA), but instead serves to alert planners and officials of potential environmental problems involved in the future development of the. The following environmental factors were considered by the plan: Noise; Social; Historic and Archaeological Sites; Section 4(f) Lands; Air Quality; Water Quality; Flood Plains; Wetlands; Wildlife; and, Farmlands NOISE Noise from aircraft operations is usually one of the major objections to present and future operations at an airport. A noise analysis was prepared for the, which compared areas exposed to significant aircraft noise levels for five different cases: Existing Activity with Existing Runway Future Activity with Existing Runway Future Activity with Proposed Runway Future Activity with Existing Runway Future Activity with Proposed Runway Noise contours for the were developed using the DNL (Day/Night Average Sound Level in decibels [db]) method of measurement. Refer to Measurement of Aircraft Noise at the end of this section. The noise contours for the year 2006 with the proposed runway development contained in this plan is shown in Exhibit 538-Ml. It should be noted that, for all cases, most of the land area within the noise contours is located on existing airport property. In no case is any off airport property exposed to a DNL of 70 db or above. For all cases analyzed, the DNL contour of 65 db encompasses the fertilizer plant located to the north of the airport. This is the only off airport building located within any of the DNL contours modeled. According to FAA noise exposure guidelines, such a commercial use is compatible with this level of noise exposure. The remaining items reviewed in the environmental overview are summarized in Exhibit 535-T1. Appropriations from the City of Owensboro and Daviess County are expected to decline throughout the forecast period. Development costs will be financed by general obligation bonds and repaid with FAA eligible grants.

5 Exhibit 535-T1: Summary of Environmental Factors Reviewed for Development Environmental Factor Possible Affects Recommendations Social Acquisition of 33.1 acres of farmland for extension of Runway 5 Historic and Archaeological Sites Section 4(f) Lands Air Quality Water Quality Possible impact upon archaeological sites west of airport None Development that has potential to increase total suspended particulates above 100/yr Runoff of fuels and petroleum products into streams from refueling and service areas Compliance with Uniform Act (PL91-646) SHPO has requested archaeological survey prior to extension of RWS NA Compliance with 401 KAR 51:052 and contact with KY Division Of Air Pollution Control RPDES permit from KY EPA, Division of Water Floodplain Not determined Consultation with local building dept. prior to construction growth adjacent to the airport. Compatible land uses deemed appropriate by the Board may consist of industrial parks, recreational areas, or professional centers. Incompatible land uses are residential homes, schools, and hospitals. MEASUREMENT OF AIRCRAFT NOISE The Federal Aviation Administration has produced a brochure called Aircraft Noise: How We Measure It and Assess Its Impact, which explains how the FAA measures the impacts of aircraft and airport noise and how this measurement relates to land-use compatibility near airports. Its contents are included below. Noise Unwanted Sound Noise is usually regarded as unwanted sound sound that disturbs our routine activities or peace and quiet, and perhaps causes a feeling of annoyance. Which sounds are NOISE is obvious to each listener, and he or she has no need to measure it. It's there, and it's bothersome. But those who work to abate noise, to minimize its effects, or to development quieter vehicles, need to measure noise. And that is not an easy task. Consider sounds typical of a suburban neighborhood on a "quiet" afternoon. If a short time history of those sounds is plotted on a graph, it would look very much like Exhibit 535-G1. Exhibit 535-G1: Time-Average Sound Level Wetlands None NA Wildlife None NA Farmlands NA - Not Applicable The 33.1 acres for RW5 extension is Considered prime Farmland OFF AIRPORT LAND USE PLAN Consultation with USDA Soil Conservation Service prior to development The specific recommendations for off-site land uses around the is contained in Part 400 of this Comprehensive Plan. The airport plan suggests that the OMPC should consider heightrestrictive zoning based on elevations shown in the ultimate airport imaginary surface drawing. Additionally, it is suggested that the OMPC consider establishing an '' Land Use Compatibility Zone'' using the 65 db DNL noise contour for the most distant year analyzed as the outer boundary of the zone. Outside of the recommendations of the Master Plan, the Board suggests that the Planning Commission, Daviess County Fiscal Court, and Owensboro City Commission consider two types of zoning overlay districts. The first type is height and hazard zoning which protects the airport and its approaches from obstructions to air navigation. Federal Aviation Regulation Part 77 provides the basis for height and hazard zoning. The second type of zoning is compatible land-use zoning. This entails a zoning plan that limits certain elements of community The sound levels are plotted in units of A-weighted decibels (abbreviated db, or sometimes dba), a logarithmic measure of the magnitude of a sound as the average person hears it. The "Aweighting accounts for the fact that humans do not hear low frequencies and high frequencies as well as they hear middle frequencies, and it corrects for the relative efficiency of the human ear at the different frequencies. A logarithmic measure is used in order to cover efficiently the wide range of sound magnitudes encountered daily. In this example, the background, or residual sound level in the absence of any identifiable noise sources, is about 45 db. During roughly three-quarters of the time, the sound level is 50 db or less. The highest sound level, caused by a nearby motorcycle, is 73 db, while an aircraft generates a maximum sound level if about 68 db. The question then becomes: how do we measure this variable community noise? Maximum Sound Level One obvious way of describing this sound environment is to measure the maximum sound level - in this case, the nearby motorcycle at 73 db. But the aircraft sound, although not as loud as the motorcycle, lasts longer. Studies have shown that human

6 response to noise involves both the maximum level and its duration, so the maximum sound level alone is not sufficient to evaluate the effect of noise on most people. Sound Exposure Level A second way of describing this sound environment is to measure the sound exposure level (abbreviated SEL), which is the total sound energy if a single sound event and takes into account both its intensity and duration. One way to understand SEL is to think of it as the sound level you would experience if all of the sound energy of a sound event occurred in one second. This normalization to a duration of one second allows the direct comparison of sounds of different durations. In the sample time history in the exhibit above, the motorcycle generates an SEL of about 77 db, while the aircraft generates an SEL of about 81 db. Equivalent Sound Level The maximum sound levels and sound exposure levels measure individual sound events that may occur only once, or may occur several times during the day in our neighborhood. The number of times these events occur is also important in measuring the noise environment. One way to describe this factor might be to count the number of events per day for which the SELs exceed 80 db, plus the number which exceed 75 db, plus the number which exceed 70 db, and so on. A more efficient way to describe both the number of such events and the sound exposure level of each is the time-average of the total sound energy over a specified period, referred to as the equivalent sound level (symbolized Leq). In the example shown in the exhibit above, the timeaverage sound level is roughly 56 db. This accounts for all of the sound energy during the sample period, and provides a singlenumber descriptor in terms of sound energy per second. Day-Night Average Sound Level One additional factor is also important in measuring a sound environment the occurrence of sound events during nighttime. People are normally more sensitive to intrusive sound events at night, and the background sound levels are normally lower at night because of decreased human activity. Therefore a penalty may be added to sound levels that occur during night hours, to include these factors. By convention, a 10 db penalty is added to sound levels occurring between 10:00 pm and 7:00 am the following morning. The 24-hour average sound level, including this 10 db penalty, is known as the day-night average sound level (abbreviated DNL). This 10 db penalty means that one nighttime sound event is equivalent to 10 daytime events of the same level. they were highly annoyed by transportation noise, based on 453 surveys conducted worldwide. Some of these studies found that communities report themselves slightly more annoyed by aircraft noise than by surface transportation noises. Noise Compatibility Guidelines Using this research, federal agencies have adopted certain guidelines for compatible land uses and environmental sound levels. Land use is normally determined by property zoning, such as residential, industrial, or commercial. Noise levels that are unacceptable for homes may be quite acceptable for stores or factories. The Federal Aviation Administration has issued these guidelines as part of its Noise Compatibility Program, found in Part 150 of the Federal Aviation Regulations and are summarized here in Exhibit 537-T1. In general, most land uses are considered to be compatible with DNLs that do not exceed 65 db, although Part 150 declares that acceptable sound levels should be subject to local conditions and community decisions. Nevertheless, a DNL of 65 db is generally identified as the threshold level of aviation noise, and other sources of community noise, which are "significant." In adopting a threshold criterion for noise impact, we must keep several important factors in mind. First, a day-night average sound level below 65 db does not mean that that level of noise from transportation sources annoys no one. To the contrary, as shown in Exhibit 536-G1, about 12 percent of people living with a DNL of 65 db report themselves to be "highly annoyed". About 3 percent are highly annoyed at a DNL of 55 db. This is understandable; the same research on noise effects has found that the physical amount of noise is only one element in feelings of annoyance with environmental noise. Activities that may be disrupted by noise events (study, conversation, listening to music, watching TV, solitude, etc.); beliefs that such noise could be better controlled; attitudes toward the noise maker, and personal fears regarding the source of the noise, are all important factors in people's perception of annoyance. Additionally, a small percentage of people are simply more sensitive to noise than most other people and a small percentage are little annoyed even at high noise levels. The combination of these factors causes different people to interpret sounds as unwanted noise in different ways. A measure of noise impact, such as day-night average sound level, provides a reliable indicator of overall community response, but does not tell how any single individual will respond. Exhibit 536-G1: Annoyance by Day-Night Average Sound Level Community Annoyance Annoyance is a summary measure of the general, adverse reactions of people to noises that disrupt their daily activities telephone conversations, TV/radio listening, sleep, or simple tranquility. Currently, the best measure of this reaction is the percentage of people who characterize themselves as highly annoyed by long-term exposure to their noise environments. Extensive research has found that day-night average sound level correlates very well with community annoyance from most environmental noise sources. Exhibit 536-G1 summarizes the relationship between DNL and percentage of people who said

7 As a result, there is probably no minimum level of transportation noise at which no one is annoyed. General guidelines for noise compatibility identify day-night average sound levels between 55 and 65 db as "moderate exposure" and as generally acceptable for residential use. Above a DNL of 65 db, these guidelines identify the noise impact as "significant", and this designation is currently a factor in decisions to provide federal funds for mitigation projects. Because DNL combines both the intensity and number of single noise events (along with nighttime weighting), it also is not a good estimator of the single-event sound levels that are experienced. For example, a DNL of 65 db may be generated by any of the following combinations of average sound exposure level and the effective number of those events, where effective number is the sum of the number of daytime events plus 10 times the number of nighttime events: Effective Average SEL Number of Events DNL 87.4 db db 94.4 db db 97.4 db db Consider two communities: one near a large airport, the other near a small one. Both are exposed to a DNL of 65 db. Although people near the small airport experience only 50 aircraft operations in a day, the average SEL of each of these is about 97 db. On the other hand, the community near the large airport is impacted by 500 daily operations, but each of these has an average SEL of about 87 db. This does not invalidate the usefulness of the DNL measure, but should be considered, for example, in determining needs for structural sound insulation. Some criticism of DNL stems from beliefs that the levels identified with land-use compatibility are too high. Any compatibility guideline, such as a DNL of 65 db, must represent a balance between that level which is most desirable to protect communities and that which can be achieved with cost-effective mitigation measures and available technology. There is no single criterion that can fit all airports and all communities. Local communities may choose to mitigate impacts below a DNL of 65 db. Supplemental Measures A time-average measure of noise impact, such as day-night average sound level, is also criticized because people feel that individual sound events, rather than some fictitious average level annoy them. Clearly, people are bothered by individual noise events, but their sense of annoyance increases with the number of those noise events, and those that occur late at night. DNL provides a combined "measure" of these factors, which can be used to evaluate existing and predicted future conditions on an unambiguous, single-number basis. Other measures, such as maximum sound level, or sound exposure level, give valuable supplemental information in analyzing airport noise. For example, as noted above, in designing sound insulation for dwelling and schools, single-event measures are necessary. Nevertheless, day-night average sound level remains the best single measure for assessing the effects of airport noise on communities, and allows a standardized and effective means for measuring transportation noise. Exhibit 537-T1: Land Use Compatibility* vs. Yearly Day-Night Average Sound Levels Yearly day-night average sound level (DNL) in decibels Land Use <65 > RESIDENTIAL Residential, other than N N mobile homes and transient Y N N N (1) (1) lodgings Mobile home parks Y N N N N N N N N Transient lodgings Y N N (1) (1) (1) PUBLIC USE N N Schools Y N N N (1) (1) Hospitals and nursing Y N N N homes Churches, auditoriums, and Y N N N concert halls Government services Y Y N N Transportation Y Y Y (2) Y (3) Y (4) Y (4) Parking Y Y Y (2) Y (3) Y (4) N COMMERCIAL USE Offices, business and Y Y N N professional Wholesale and retail building materials, hardware Y Y Y (2) Y (3) Y (4) N and farm equipment Retail trade general Y Y N N Utilities Y Y Y (2) Y (3) Y (4) N Communication Y Y N N MANUFACTURING OR PRODUCTION Manufacturing, general Y Y Y (2) Y (3) Y (4) N Photographic and optical Y Y N N Agriculture (except Y Y (6) Y (7) Y (8) Y (8) Y (8) livestock) and forestry Livestock farming and Y Y (6) Y (7) N N N breeding Mining and fishing, resource Y Y Y Y Y Y production and extraction RECREATIONAL Outdoor sports arenas and Y Y (5) Y (5) N N N spectator sports Outdoor music shells, Y N N N N N amphitheaters Nature exhibits and zoos Y Y N N N N Amusements, parks, resorts Y Y Y N N N and camps Golf courses, riding stables Y Y N N and water recreation * The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable or unacceptable under Federal, State, or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations under Part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by local authorities in response to locally determined needs and values in achieving noise compatible land uses. KEY TO TABLE SLUCM = Standard Land Use Coding Manual Y (Yes) = Land Use and related structures compatible without restrictions N (No) = Land Use and related structures are not compatible and should be prohibited NLR = Noise Level Reduction (outdoor or indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure 25, 30, or 35 = Land use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 db must be incorporated into design and construction of structure NOTES FOR TABLE (1) Where the community determines that residential or school uses must be allowed, measures to achieve outdoor to indoor Noise Level Reduction (NLR) of at least 25 db and 30 db should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 db, thus, the reduction requirements are often stated as 5, 10 or 15 db over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems. (2) (3) (4) Measures to achieve NLR (2) 25 db, (3) 30 db, or (4) 35 db must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where the normal noise level is low. (5) Land use compatible provided special sound reinforcement systems are installed. (6) (7) Residential buildings require an NLR of (6) 25, (7) 30. (8) Residential buildings not permitted. Source: 14 CFR Ch. I, Part 150, App. A, Table 1 (1/1/1998 Edition)

8 Exhibit 538-M1 Boundary and Adjoining Industrial Areas 2006