HomeMy WebLinkAboutOROVILLE LAND USE PLAN UPDATEIntroduction and Summary
In accordance with state law, enacted to attain compatible land use
surrounding airports, and requiring each county to create an Airport
Land Use Commission (ALUC), the Board of Supervisors and the.Butte
County City"Selection Committee, in accordance with California Utility
Code Section 21670, et seq., have appointee! said Commission. State law
requires such Commissions to develop Airport Land Use Plans.' It is
optional to include other general aviation or'mi•litary airports in such
plans: In this Airport Land Use Plan,,. the City of Oroville public
airport is -addressed in detail. This plan is intended to complement and
enhance the local comprehensive planning process of agencies responsible
for the land•use in areas surrounding the Oroville Airport.
Basic goals,of.the'Airport Land Use Commission are:
1'. Preservation of navigable air space around airports,
2. General safety of people and,property around airports,
3.. Mitigation of'aircr.aft impacts.
• a
Powers and' -duties of the Airport Land 'Use Commission as set forth in
Sections 21670-21678 of the Public Utilities Code are:
1. To assist rl ocal- .agencies in i nsur i ng compatible. 1 and uses` i n the
vicinity of existing airports to the extent that land in the'
vicinity of such airports --is not a.lready devoted to incompatible
uses, ,
2. To coordinate planning at the state, regional and local levels so
as to provide for the -orderly development of air transportation
,whit°e at the same time.protecting the public health,•safety and
we l ,f are ,
3. To prepare and adopt,an Airport Land Use Plan,
4. To review the plans, regulations and other actions of local
agencies'.and airport operators..
It*.is•important`to*recognize that the Commission has no powers or
control over -the following: '
1. Lands presently developed in airport incompatible uses,
2. The operation of the Oroville Airport.
This plan-establishes'planning boundaries around the Oroville Airport'
area of influence. It sets -.forth appropriate land use, including
building height restrictions,,to the extent that such land is not
already devoted to incompatible uses.
Page 1.
In general, the Oroville Ai%rport'may be described as a safe airport
because the past accident record is entirely free of'incidents involving
the public 'or the public welfare. 'In addition, structures'do not now
Intrude 'into,the air space requirement of the airport and no future
problem with.height restrictions is ;foreseen•.
Airport noise policy was adop'ted.to.assure that new land uses in airport
environs are compatible with aircraft generated noise.
In'general,'land uses external to airport boundaries are compatible with s
the. airport from the'perspect,ive'.of safety. To minimize loss of life
in the event of ari accident, criteria are set and policies adopted to -
limit concentration -'of, population in clear and.approach,zones of
airports. Criteria and policy are the.most.str,ingent in airport clear
zones just off the end of runways where resi.dential'development is
pr.oh i b i ted 'and perm i.tted uses are limited to act iw i tl es such as
equipment storage yards wh.i.ch require few people inn their -operation. '.
Restrictions on permitted uses are also set for airport approach zones.,
Including l,imits.on population densities in.all uses'and,'on res ident i'a1
uses within 1 mile of the runway end. Within the approach zone, the
area within.1-m"ile of the'end of the runway is subject to greater A
restrictions than the remaining area. All dev.elopment within clear. and
approach zones of•a.irports will be reviewed on a.case-by-casebasis by..
the.ALUC. Development in the general airport tr.affic;pattern-which,. ,
"results.Ih large concentrations of people will also be'subject to: review
by the' ALUC . - �.
• ,r
r •
Page" 2
4 I
Introduction
The objective of the Oroville Airport,Land Use Plan.* is to promote the
orderly development of the Oroville Airport and..the•area surrounding the
airport in a manner which:
1. Safeguards the general welfare of the. inhabitants in such:_ar.eas,
2. Assures the safety of ,air navigation,
3'. Maintains the utility- of the airport:
Three gener.al'areas of concern are building height restriction, safety,
and aircraft noise. This -chapter examines each area -along with the ,
_`legal basis for defining the extent of the problem and actions which may
mitigate the problems.
Building Height Restriction
Tall structures i.n areas near airport'includi•ng areas where aircraft.may
be 'in the airport traffic -:pattern preparing to land or subsequent to
takeoff present a'hazard to aircraft.. Federal''aviation regulations '
require aircraft to maintain minimum altitudes above structures while.
not in the airport traffic pattern. Thus, unless near airports, they
,burden. of maintaining vert i cal -separat i on' rests upon the a i rcraft .p i 1 of
In the vicinity of airports, however ,-aircraft must descend to, Vow,
altitude to enter into the.traffic.pattern'and approach the ground prior
to landing. •A similar`situation exists after takeoff in which the
aircraft must attain safe operating altitude while safely following a
'traffic•pattern out of the airport area. Thus building height
restrictions in.airport areas must exist to allow -necessary low altitude
.operations with an. ample safety";margin.
Federal Aviation Administration (FAA), Federal Aviation Regulations
(FAR), Part 77 "Obje.cts affecting naviga6le'air space" sets forth
criteria'for preservation of navigable airspace in the area of airport
traffic patterns.' Obstruction standards and procedure for notification
of the, FAA prior'•to construction or alterat•ton'of an_.existing.or
potential obstruction to navigable air space are -included within FAR,
Part 77.
Butte County and the City of Oroville should adopt zoning ordinances
which include airport approach zone overlays that apply more rigorous
standards than general l.y imposed by FAR, •,Part 77.1
Safety
Land use restr i ct i oris• i n the vicinity of the a i sport' are designed to
minimize the potential tragedy of an aircraft crash. While the Oroville
Airport. has experienced no crashes .involving the public or scheduled air
carriers in recent.'years, the possib-ility exists. Approximately 50
Page 3
percent of civilian aircraft accidents occur within airport boundaries.
Approximately 15 percent occur outside airport boundaries and within 1
mile of airports. Of these near airport accidents, approximately:60
percent are concentrated'within narrow strips of land at both ends of
the runway.1/
Thus, land uses in these areas should be used in which loss of lifeand
property will be minimized and which will pose as small. an additional
hazard as possible to an airplane's occupants in the event of an
accident.
Certain land uses and activities 'within the approach and clear zones
which extend from the end of the runways may -distract or cause confusion
to the pilots of`landing aircraft and.thus may add materially•to the
hazards within this area and therefore should be avoided. They include:
Any use which would direct a steady light -or flashing light of white,
red, green or amber color toward an aircraft,engaged in an initial
straight climb following takeoff or toward an aircraft engaged in a
straight final approach toward a landing at an airport other than an FAA
approved navigational signal light or visual approach slope indicator'
(Vasi ).
Any use which would cause sunlight to be reflected toward an aircraft
.engaged in an initial straight climb following takeoff or toward an
aircraft 'engaged in a straight final.approach toward a landing at an
airport
Any use which would generate smoke or.which could attract large
concentrations of birds or which may otherwise affect safe air
navigation within this area.
Any use which would generate electrical interference that may be
detrimental to the operation of aircraft and/or airport instrumentation.
Other,land.uses-..which.are not compatible from a safety standpoint within
approach and clear zones, or any uses which create concentrations of
people'in the airport area of influence, particularly the young, elderly
or infirmed: (Chapters 2 and 3 -delineate specific land uses which are
not compatible -and the specific'area in which such incompatibility
occurs for the Oroville Airport.)
In addition -to the land use issue, 'there is a concern about the ability
of public safety agencies to effectively deal with emergencies within
.clear zone properties.. This requires careful attention to emergency
services'for individual parcels. Examples of potential issues include:
location and -concentration of fire hydrants, water availability, and
site and building access.2/ 9
1/"Aircraft accidents in'the vicinity of.airports. (Prepared
for the Assembly Committee on Natural Resources•and.Conservation, Air
Safety Publications, January 2,. A973:.)
2/Federal Aviation AdministrationAdvisory Circular No.
150/5190-3a, September 19, 1972.
Page 4 .
Airport Noise ..
Noise is defined as.unwanted;or objectionable sound. Airport'noise is
the sound of aircraft taxiing, taking off., landing, or flying in the
airport traffic pattern or aircraft engines being run up"for
maintenance, testing'or pre -takeoff check's.
Airport noise presents a continual problem to, many people around
.airports unlike the incipi-ent problem of airport safety. Aircraft noise
may render some land uses'such as'outdoor assemblies impossible: It'may
disrupt schoola,.and work activities. 'At lower levels it may interfere
with privacy and sleep; and increasingly, medicalopinion is that it
contributes to poor health.
Noise Properties'and Measurement
Sound is a form of energy detectable by the human hearing system. It is
commonly produced when some object is set into•vibration., The vibration
is transmitted to any,surrounding media, such as air, causing pressure
.variations or "sound waves" among air particles. These waves spread'out
from the source, and along their paths .the waves can reflect off
surfaces, they can -bend around obstacles, and they can be.absorbed by
insulative materials. '
Measurement of sound involves three variables: magnitude, frequency,
and duration.
Magnitude of variation in air pressure results in the loudness" of -
sound. Magnitude is expressed in'decibels (dB) which are logarithmic
ratios.comparing measured sound pressure -to a referenced pressure. Thus
a "loudness" of 70 dB is ten times the sound pressure of 60 dB and -twice
the sound pressure of 67 dB. An apparently small increase in number of u
decibels can actually represent a significant increase in'sound
pressure.
' t v
S.
Frequency refers to the number of times per second the object which
produces the sound vibrates. Within the audible ranges, subjective
response.to pitch varies. People generally find higher frequency sounds
more annoying. Thus, people may complain more vigorously.about-a.•high
frequency but relative low magnitude jet or turbo prop aircraft noise
than lower frequency sound of -the same or greater magnitude from other
sources.
Duration is the length of time a noise•lasts. Noise induced hearing
loss is directly related to magnitude,.frequency content, and duration
of noise exposure.
To adequately describe a noise environ,,it is necessary to quantify the
variation in noise level over time. An energy equivalent sound level,
in which the amount of acoustical energy'composed of magnitude and
duration for each individual'noi'se is summed, is the basis for the
day/night sound level (LDN), which is the quantification method used in,
airport noise legislation in,Cali'fornia., '
Page 5
• j
Noise in a residential or .other noise -sensitive -setting is often more
bothersome at night than during daytime. For LDN calculations, the day
is divided into time periods with the following weightings.
Da%r/Night Sound Level
Daytime: 7 a.m. - 7 p.m. weighting factor of 1
Evening: 7 p.m.. -10 p.m. weighting factor of 3
Nighttime: 10 p.m. - 7 a.m. weighting factor- of 10
Thus, in estimating noise contours, a plane departing after 10 p.m. and
before 7 a.m, is weighted ten times the same plane departing after 7
a.m. and before 7 p.m., ie., one flight now equals ten flights if it
occurs at nighttime.
Noise Exposure Contours
Noise exposure contours are the mapped expression of points subject to
equal average noise level, analagous to topographic contours. Noise
contours may be drawn with respect to any noise measures; for airport
land use planning, LDN contours are used. Noise contours attempt to
refer only to airport noise and aircraft in the traffic pattern as noise
sources; although multiple sources such as railroad tracks or freeways .
in combination with airports increase actual noise level in some areas.•.
Airport Noise Legislation
~ Land use and building insulation standards within this plan are based on
legal guidelines. Specific planning boundari-es.i,n areas in which they
apply are contained within Chapter 3..
Public Utility Code, State of California, Section 21675
,This section mandates formation of this airport land use plan and
creation of an airport area of influence for the airport. The plan "may
specify ,use�of land,.may develop building standards, including
soundproofing adjacent•to airports, within the planning area".
Noise Exposure Control Measures
Control,of exposure to airport related noise is complex. It may involve
a hierarchy of measures ranging from noise suppression at the source to
purchase of noise impacted land by airports. The ALUC`s role in control
of exposure to airport noise is limited.by the California statute. It
includes
Compatible use zoning which permits only non -noise sensitive uses in
noise impacted areas can prevent future incompatibilities. The airport
benefits by not .becoming cramped by encroach.ing neighborhood
development; the community benefits by maintaining a comfortable
environment for ,its residents. This is usually the best way to avoid
having airport noise impact undeveloped property. Implementation
responsibilities rest with the local zoning jurisdiction, though the
Page 6
Y
E
CHAPTER 2
Guidelines for'Land Use
Airports are significantly affected by and, in turn affect adjacent land
users. Structure heights and extent'can present obstruction in the
airport vicinity which are hazardous to aircraft as well as structure
occupants. Population concentrations present an aircraft,noise exposure
and safety hazard which may result in complaints and restriction of
airport operations. Some -type of commercial and industrial uses,
however, presenting a low building profile, high construction standards
and low population densities represent compatible land uses having
little.effect upon airport operations. Such compatible uses can, in
fact, support and complement airport operations.
A balance between airport contiguous land.uses and airport'operations is
a critical issue in airport and community planning. With the exception
of open air assemblies, residential and certain institutional
developments, most land uses are compatible with airport operations from
a noise standpoint.
The Public Utilities Codel/ gives the Airport Land Use Commission the
power "to assist local agencies in insuring compatible land uses in the
vicinity, of existing"airports to the extent that the land in the
vicinity of such airports is not already devoted_to incompatible uses".
The ALUC must design a proscriptive land use plan for airport environs
such that land uses incompatible with the airport are not permitted, but
maximum discretion is left to local jurisdictions to plan land uses for
local needs. This chapter provides very broad airport land use
guidelines.2/ Within Chapter 3 are parcel -specific recommendations for
the.areas surrounding the Oroville Airport.
Various land uses have been evaluated and their suitability as airport
contiguous land uses are summarized below. '
Natural uses are compatible with aircraft noise to the extent airport
operations are not affected. However, flood and swamp areas -may be
associated with low visibility or ground fog. Flooding', ponds, swamps,
and game and fish preserves may cause a bird hazard.
Agricultural uses are compatible with aircraft noise with a few
exceptions. Poultry farms should not be located under the approach
zones.3/ Poultry crowding together because of high noise levels may
1/Section 21674, Public Utilities Code.
2/Guidelines in this chapter are -taken from "Advisory Guidelines
for Land Use Planning in the Vicinity of Airports," California State
Department of Transportation, Division of Aeronautics, Sept. 1976.
3/Clear zones and approach zones include land at both ends of
runways over which aircraft fly at low altitude prior to landing and
subsequent to takeoff. Their extent and air space requirements are,
defined in a later chapter.
Page 8
suffocate or may produce fewer eggs. Grain',and seed crops may attract
birds which may endanger aircraft.
Highways and railroads are good uses except when close to the runway
end where vehicles may intrude into clear zone air space requirements
and motorists may be distracted by low-flying aircraft.3
Recreational areas generally are good land uses around an airport.
The following are examples of exceptions because of noise exposure and
the hazard involved in a large concentration of'people in the open.
1._ Playgrounds - marginal, avoid in approach zones
e.
2. Athletic Fields -_marginal in airport zones
3.. Outdoor Theaters --poor in airport zones
4. Fairgrounds and Race Tracks - poor in airport zones
No recreational use is appropriate in a runway clear zone.
• Municipal Utilities are compatible as far as noise is concerned but
the following may present obstructions,or hazards:
t
•1. Gas and oil -facilities including above -ground pipelines and
storage facilities marginal under approach zone.surfaces
Electrical'plants marginal under approach zone surfaces
3. Power lines poor under approach zone surfaces
In add.ition,'trash dumps and incinerators may create a smoke problem and
garbage dumps attract birds. ,
Commercialuses, restaurants, shopping centers, office buildings,
public buildings, banks, gasoline stations, hotel's, motels and theaters
are.generally'good uses on an airport oradjacent to it but should
incorporate sound insulation in buildings for internal livability. None
-of these should be constructed in airport clear zones and .depending upon
location may in an airport approach zone.
Industrial uses are acceptable except .for those that produce smoke,
`ff electronic interference, or misleading lights. Sound condition,ing of
structures may be required to reduce exterior noise to acceptable levels
for.internal operations. Some industries cannot be located near
�airports•because noise and vibrations interfere with delicate
instruments.
Residential and certain institutional uses are considered poor
adjacent to airport areas and particularly under the approach zones
because.of both no`ise.and hazard. Acoustical treatment will reduce
noise'in the,bu.ildings.but it will not reduce noise during outdoor
activities.
�- Page 9
Y}. CHAPTER 3
x PIann1nca Boundaries and Airport Areas of Influence
Introduction`f ,.
The.CalifornlaPublic Utilities Code specifies.that airport land use
commissioris sHall determine planning boundaries around each public and
military airport within their jurisdictions. This chapter sets forth
criteria •in establishing these boundaries. The encompassed area is
referred to.as the airport area of influence.
The precise,methodology for determi'n'ing planning -boundaries is not set
forth in the legislation. Determination of planning boundaries is
dependent upon. -the 20 year forecast`of.airport operations and aircraft.
mix.. Anticipated physical development of the airport is shown•on the
adopted airport master'plan and local airport traffic patterns including
ant'icipated•approech and departure proceedings. The methodology for
establishi,h9 airport planning boundaries for the Oroville 'Airport is
laid out in•this.ciiapter. As unanticipated changes in airport.
operations and/or. physical'development,affect contiguous lands, the
airport's.'specific land use plans will require updating..
Exhibit 1 portrays the airport area of influence'divided into areas of
major,concern: he'•ight restriction, safety, and noise. ,
Safety Area 1 (Clear. Zone)
This is the .most restrictive area as .it is subject to greatest danger,
it must contain no obstructions which extend into air space requirements
of landing aircraft"as defined in FAR, Part 77. It is the FAA's
recommendation that ,'clear zones be airport property and 'if airport
property that they be maintained as cleared fields with'res'tricted
access.. Off airport'clear zone development must be limited to uses
consistent with clear zone, policies presented in this report.
The.clear zone is defined as land under the approach slope from the
pr`imary,surface end.'out•to the point where the approach slope is 50 feet
above ground. level. The dimensions of -the clear and approach zones are
contained in the following table:
I
R
Clear Zone and Part 77 Approach Surface Dimensions
,(Dimensions in feet),
Runways 1 2 , 1 9 , 30 Runway 01
Clear Zone
Inner Width 1,000 1,000
Outer Width 1,425 11,750
Length '1,700 2,500
Slope of Part 77 Approach•Surface 34:1 50:1/40:1
Part 77 Approach Surface
Inner Width 500 11)"000
Outer Width,,- 3,500 16,000
Length 10,000 10',.000 at 50:1,
then 40,000 at 40:1
Runways 12,19,30 to be nonprecision 81 (larger than utility.- visibility
minimum greater than 3/4 mile, per FAR:Part 77); Runway 01 to be
precision approach. x
r ,
V, The -City of Orov i 1 l e .should ,begin negot i'at i ons with 1 an6owner' s who
. present`1 y. own ,l and in each ,of the. Orov i l l e• Airport . cl ear zones to either
'purchase this land or trade land which the City now ownsfor that land
located in the clear zone.' '
,
Safety Area 2 (Adproach.Zone)
This'zone is an extension of the clear zone in whi.ch uses which do not
result in the concentration of people or particular fire hazard are'
generally allowed. Height restrictions:in the approach .zone are more -
severe than in other zones except.th'e clear zone and•must be absolutely
enforced. ,. t
Safety Area 3 (Overflight Zone)
This most extensive area def'ine's the air space requirement of .an
airport. It is defined in,accordance with•the Federal Aviation
Regulation (FAR), Part 77. 'The aerial extent of the horizontal plane
depends on the size, configuration and category of the airport.
Traffic patterns vary,due to: -:-
1. Runway configurations
.2. Prevailing winds
3. 'Topography
4. Population concentrations'
5. Noise abatement procedures
Portions of the general safety area of any airport are frequently
overflown and others are infrequently 'overflown. Land use safety
Page 11
recommendations for=this area must be more'airport specific than;,
recommendations for clear and safety zones.
Airport Noise Area
Within this zone land use will be influenced by airport noise as well as
height restrictions and safety. The boundary of this zone is determined
by using the California Airport.Noise Standard which sets forth the
criterion day/night sound level (LDN)_contour. Exhibit•l depicts -the.
Orov i 1.1•e A'i'rport . 55 LDN noise contour. ' `
State regulations establish as a general standard that residential uses.
including mobile homes, schools, hospitals,'institutional uses and other.
uses that area basis,,for'large concentration of people are incompatible
with noise levels above 55 dB.LDN. Airport owners and operators are now.-
considered responsible for nolse p.r'oblems which existing land uses.,--
experlence'from airport operation although local governments, pilots,
and the department work cooperatively to diminish noise.
It is in the airport noise zone that most potential problems will occur
unless future land use decisions are subject to careful controls.
Additionally, this zone's extent'.is based on anticipated airport
operations over.,the next.20 years and.unanticipat.ed changes in
operations will.require new noise measurement and.redefinition of the
airport noise zone.
Exhibit 2 provides a guide to land use compatibility within Safety Areas
1,-2 and 3. It is concerned only with safety compatibility,and not with
noise compatibility which may vary within each safety area.`
Noise contours on airport maps which'accompany'this.report are, where
possible, taken,from airport master plan projections'. They'shoul.d�not
ref'lect"current noise levels but rather expected future noise levels.'.
Noise contours will be reviewed periodically by AL.UC staff as new
measurements and operational projections become ava-ilable.
page 12
.
07
00 -e7
-moo `1�Xh' ,
ClF�i� rZDl71E. THERMAUrO FOREBAY ; .NORTH
NELSON A _
NELSON. U .,
W WI
1.
/
T ERM4LITO FOREB `1 EJ
I'
/
. •. 'l�wl. sT NAN4' 4VENUF IrrI;;
r
GRAN
L— J
:AVENUE
ff
1 4 R AVENUE
�Ir(Li
!f' o
1 _ t
Py
VILL D4M-
.. .. ... L. '.•�f'
-BOULEV4R '* F •^
D4N .,BOULEVARD WEST
c 51
• :. 3 Y� IIS : ,
� / ^:. � _ �.. \� :t:'. i � ' � � t •11171 r `• ,... • ,� . ,
• f ' - ' � , ' ._ -= ��� /� . Pfd r - .,� IY
• r ,/�-_ r � � % � - As�� �� Page =�13� ' r✓..
EXHIBIT '2
LAND.USE GUIDELINES FOR SAFETY COMPATIBILITY ONLY
(Noise Compat i b,i 1 i ty May Vary
Within'Each Safety Area)
Compatibility with
Land Use C,ateaory Safety Areas
Residential 1. Clear Zone
° 2.. Approach Zone
Single Family 1. No 3.. Overflight Zone
2. Yes (1 )
3. Yes
Multi.ple.Fami,ly Dwellings
01 . No
2... 'No
{ 3. Yes (3)
x
Mobile .Home Parks, `o`r' Courts
1,.' No
.2. No' (2) :
•3 . • Yes (3-.)
Transit Lodging,'Hotels'Motels :
r 1 . No
2. No (2),
3. Yes `(3)
Industrial Manufacturinca
Chemicals and Allied Products
+ 1� . No r
2. No
3 . • Yes (3) "
Petroleum,'Refining and Related Industries
11. No
2. No
3. Yes (.3`)
Rubber and Miscellaneous Plastics
1•. No
'2. No -
3 Yes (3) '
M..iscellaneous Manufacturing
1. No
2. Yes (3..). ,
3. 'Yes (3)�4
Page 14
,
Warehousing, Storage
of Non-F-lammables
'1 .
`No (6).
2.
Yes (3)'
3.
Yes.
Transportation, Communications. and Uti']ities
Railroad, Ra'id''Rail
Transit
. 1.'
No (6)
2.
.Yes
3.
Yes
4 Highway and Street•
Y
1.
No (6)
2
Yes
!
3.
Yes
Auto Parking Lots
' 1
No (6)
2
-Yes
3
Yes (3)
+
Ut i 1 i t i:es
+
1.
Yes (4).
a „
+ 2.
Yes
3.
Yes '.
',Other Transportation,
Communications, and
Utilities.
1 .
No (6)4 t
2.
Yes
3.
Yes '(3)
Commercial/Retail Trade
Wholesale Trade'
!`
1.
No (6)
1 2.
Yes (3)
r
3.
Yes (3 )
'Building Materials,- Retail
1.
No
.2-
Yes C3)
3..
Yes, (3)
General Merchandise,
Retail
• 1.
No .
r 2.
No (2)
' 3
Yes (3 )
Food, Retail
,^
1 .
No >
2 ..
No < 21)
3.
Yes (-,3)
.
Page. 15
s
'
Automotive '
2..' Yes (3).
3 : Yes• "(3 ), - ..
Eating,and Drinking Places
1 Nb
2. No (2)'
y
3. Yes '(3).
Other`Retail Trade `
1 .. . No '.
.
2.' No' (,2)
f
3. . Yes .(3 )
Personal and Bus,i ness :Serv'Vices
1. !'No Y
' 2. Yes (.3)
•.
3: Yes C 3 )
Public and ®uas.i-Public• Services
Cemeteries.
• 1 No
2. No
.3.' .t. Yes (3:)
-Other Public and.'Ouas:i-Public Services
1 No a,
5 �2.. No
1 3'.'Yes (3 >
t
Outdoor Recreation -.;t '.
Playgrounds,.Neighborhood Park s, .'Camps
1 No
2 . Not ,
t4 3.': Yes.`( 3'>
Nature Exhibits
1 ' No ;
' 2. Yes ( 3`)
3. Yes (3 )
Spectator Sports, Including Arenas
,
•l . No
{ :2. No
• 3. Yes (3)
,.
Golf Courses, R i d i rig -Stables
` 2. Yes -(3,5)
Yes (3,5)
f
Page 16
{-
Exhibit 2 Notes:'
( 1) 'Si ngl a fam i,l y .'res i dent i al i s .a compatible land -use 'w i thin the- ,
approach•zone .only if'the population density is not more than
,one single family resident per 5 acres -within 1 mile .of tKe runway
end, subject to ALUC review."
(2) Use not compatible in approach zone within 1 mile of the runway
end.Use subject to ALUC..review if more.than 1 mile from the
runway end
(3) Uses subject,•to ALUC review,if they -result- in large concentration
of people underneath,dowhwind and base legs or departure paths
of 'frequently used airport patterns. Threshold for.,review of
"large concentrations" is on the order of 25 people per acre
for non-residential uses or more than,4 units.per,acre for
-residential uses.
(4) No above -grade transmission lines, no on or,above-gr'ade`gas or
oil pipe lines.
(5) Equestrian activity including riding trails is not compatible,
with areas overf l,own by', -low' fl
y i ng aircraft as Horses may ,be
frightened by aircraft.
(6) Intensive development in a clear zone is prohibited. ,All"specific
development plans must be . rev i ewed' by the-ALUC to assure -that
temporary or permanent concentration of people greater'•than 25
people per acre are avoided, that storage -,'of concentrations of
hazarrdous material wi1,1-not occur,,an.d that the local public
agency'•wil.l be able to effectively provide
'emergency services
to the parcel t
'.. v Page 18
•
CHAPTER- 4
Airport Land Use Commission Policy
o.
Introduction
The objective of the Airport Land Use Commission is to promote the
orderly development of lands contiguous to the Oroville Airport in a
manner which safeguards the general welfare of the inhabitants, assures'
the safety of air navigation, and maintains the utility of the Oroville
Airport. f•
To fulfill this objective,, airport areas o*f influence which encompass
those areas, where compatible land use p.lanni.ng is essential have been
developed for the Oroville.Airport. The following policy goals each
:apply -to -its special zone within the airport,area of influence, and
address'three areas of concern
1.. Preservation of navigable air space
t
2. General safety of people and property
3. Mitigation of airport impact
This plan recognizes the need for consistent, rational application of
criteria.for land us.e•around the Oroville Airport.. I•t also recognizes
that the Oroville Airport serves different aircraft types, in different
quantities, in different operating environments, and that each impacts
its surroundings in a different way. Therefore, the policies presented
in thi-s plan are general in nature. They are based on federal and.state
standards for noise and safety and are designed to be adapted to
individual cases.-'
ases. Within the restraint imposed•by the ALUC's height,
noise,`and safety policy, land use planning for local•need is left.
entirely to local ,jurisdiction.
General Policy
Within the boundaries of the airport.area of influence, the ALUC
recognizes its authority and jurisdiction is limited by the -California
Public Utilities Code.1/ General policies of the Commission shall be:'
1. The Airport Land Use Plan will set general parameters for
development of specific regulations and zoning for land
uses within the area of influence of the Oroville Airport
as guidelines for each member agency in ,the development or*
amendment of General Plans, Specific Plans, Zoning Ordinances,
or other regulations required to achieve the goals of the
Airport Land Use Plan for the Oroville Airport.
1/Section 24674 et seq., Public Utilities Code.
Page 19
2. For member agencies the Commission will assist them in re-
viewing changes in General Plans or other community plan
changes'and propose new land use contiguous to airports
(within the airport area of influence). To insure con-
sistency with'the ALUC prior to formal actions by cities
or county. Coordination of such efforts'also will.be the
` responsibility of the Commission's staff.
3. ALUC's staff shall iaork closely with the Oroville'City and
airport,management to ,Implement provisions of this plan and.
to achieve -the objectives of the ALUC.
4. ALUC staff will work with member jurisdictions to develop
procedures•which.will facilitate identification of parcels -
within the zone and safety area of the a.irport.area of in
fluence pr.ior'to actions such as zoning changes or issuance
of building permits to assure compliance with the goals of
the.ALUP.
5. In creation of airport areas of influence, the ALUC shall use
,FAR, Part 77 contours and LDN noise contours from the.best
sources.available,to'`►t.. The ALUC shall revise and/or update
'LDN contours -whenever operational. changes occur.
6'. 'The ALUC has no•'jurisdiction over airport operations"which
i'nclude'the number and'type of•aircraft.'taking off and land-
ing, time of -'aircraft activity and airport;traffic pattern
used.
7. The ALUC has jurisdicti'o6.over land uses within the airport
area of Influence except to the extent thatland within the
'area of influence is already devoted'to 1`ncompatible-uses.
Airport. Height Restriction Policy �
Jo•assure safe passage of aircraft in, out and around the Oroville
Airport by safeguarding and preserving navigable air space is the
object.ive.�of airport height restriction policies. Federal'Ayiation
Regulatons,,Part 77 sets forth criteria for describing -the navigable
air..space requirement of each airport. Objects which penetrate above
imaginary surfaces described `in FAR, Part 77 can impair safety and raise
weather minimums for instrument approaches, thereby decreasing the
operational° capacity of - an airport.
ALUC he i gilt restrict i.on Oo 1- i c i es sha 1 l be to:.
Designate height restriction areas for the Oroville Airport, -as
laid out i.n Chapter 3 of this plan,
Restrict the-development,of new incompatible land uses within
airport height.'i^estrict.ion areas which penetrate FAR, Part 77
surfaces,
Y
Page ,20
"Review any specific projects within the airport area of'influence
which may pose an intrusion into navigable air space.
Airport Safety Policy
The ALUC safety policy objective is to assure the safety of people and
property in airport environs from accidents involving aircraft.and to
minimize adverse influences of land uses on runway approach and clear
zones on aircraft landing or taking off.
ALUC'safety policy shall be:
To designate airport safety areas identified according to degree
of hazard as safety area 1 (clear zone), safety area 2 (approach
zone), and safety area 3.(general airport traffic pattern zone)..
To restrict development of new, incompatible land uses within air-
port safety areas 1.; 2, and 3 in accordance with Exhibit 2.
Airport Noise Policy
The ALUC noise policy objective is to assure that new land uses in
airport environs are compatible with aircraft -generated noise,
compatible land use planning and acoustical installation in new
structures. .The review of the'ALUC require the development and
enforcement of regulation involving zoning for general compatibility,.
site planning and acoustical installation standards. ALUC noise policy
is within the boundary of the 55 LDN contour as projected in the Airport
Land Use Plan.
1. Institutional land uses such as schools, hospitals, convalescent
homes, and other in-patient health care facilities shall not be
permitted,
2. Multi=family residential land uses may be permitted subject to
an acoustical -analysis showing that all structures have been
designed to limit interior noise level in any habitable room to
45 db,LDN, within the boundaries of the 55 LDN contour as
projected in.the Airport Land Use Plan.. Compliance with the.
acoustical analysis requirement shall be as specified 'in
Section 28, Noise Insulation Standards, Title 25,.Chapter 1,'
Subchapter 1, Article 4 of the California Administrative Code.
i Revised September 18, 1985
Page. 21
OROVILLE AIRPORT? LAND USE PLAN \4
Introduction and Summary
In accordance with state law, enacted to attain compatible land use
surrounding airports, and requiring each county to create an Airport
Land Use Commission'(ALUC)., the Board of Supervisors and .t.he Butte
County City"Selection Committee, in accordance -with California Utility
' Code Section 21670 et seq., have appointed said Commission. State law
requires such Commissions to develop Airport Land Use•Plans. It is
optional to include other general aviation:or military .airports'in such
plans. In this Airport Land Use Plan, the City of Oroville public -
airport is addressed in.detail. This plan is intended to complement and
enhance the local comprehensive planning process of agencies responsible
for the land use in areas surrounding the Oroville Airport.
Basic goals of the Airport Land Use Commission are:
1.' Preservation of navigable air space around airports,, ,
2. General safety of people -and property around airports,
3.' Mitigation of aircraft impacts.
Powers and -duties of the -Airport Land Use Commission as set forth in
Sections 21670-21678 of the Public Utilities Code are:
1. To assist local agencies in insuring compatible land uses in the
vicinity of existing airports to the -extent that land in the '
vicinity of such airports is not.already devoted to incompatible a
uses, 4
2. To coordinate planning'at the state, regional and local levels so
as to provide forthe orderly development -of air transportation
while at the same time protecting the public health, safety and
welfare,
3. To prepare and adopt an Airport Land,Use Plan, -
4. To review the plans, regulations and other actions of local
agencies and airport operators.
It is important to recognize that the Commission has no powers or
control over the following:
1. Lands presently developed in airport incompatible uses,
2. The operation of the Oroville Airport.
This plan establishes planning.boundaries around the Oroville Airport
area of influence. It sets 'forth appropriate land -use, including
building height restrictions, to•theextent that such land is not
already devoted to incompatible uses.
Page- 1
In general, the 01rovilleRAirport may be described. -as a safe'airpo'rt.
because.the past: -accident record is entirely•free of incidents involving
the public or'the,public•welfare. In addition, structures do not.now
intrude into the air space requirement of•the•airport and•no future
problem with height restrictions- is :foreseen.
Airport noise policy was adopted .to assure that new land uses in airport
environs -are compatible..with aircraft generated noise. -
In general, land uses external to airport boundaries are compatible with'
they airport from - the perspective of safety. To minimize?Joss of life
in the event of an accident, criteria are set and policies adopted to
limit concentration of population in clear and•approach zones of `
airport's-. Criteria and policy are the most stringent in airport clear ,
zones just off the end of runways where residential development is
prohibited and permitted uses.are limited to.activities•such as
equipment storage yards which require few people'in their operation.
Restrictions on permitted'uses are also set' -for airport approach zones_
including limits on population densities in all uses and,.on residential,
uses within 1 mile of the. runway end'. Within the approach -'zone, the,
area within 1 mile of*•the end of the runway is subjectto greater
restrictions than the remaining area. All development within -clear and
approach zones"of airports,will bereviewed.on a case-by-case, basis by
the ALUC. Development in the general airport traffic pattern•which
results in large concentrations.of people will also be subject to review.
by'the ALUC.
Page 2
CHAPTER 1
Criteria for Airport Land Use Planning
Introduction
The objective of the Oroville Airport Land Use Plan is to promote,the
orderly development of the Oroville Airport and the area -surrounding the
airport in a manner which:
1. Safeguards the general welfare of the inhabitants in such areas,
2. Assures the safety of air navigation,
3. Maintains -the utility of the airport.
Three general areas of concern are building height restriction, safety,
and aircraft noise. This chapter examines each area along with the
legal basis for defining the extent of the problem and actions which may
mitigate the problems.
Building Height"Rei striction
Tall structures in areas near airport including areas where aircraft may
be in the airport traffic pattern preparing to land or subsequent to
takeoff present a hazard to aircraft. Federal aviation regulations
require aircraft to maintain.minimum altitudes above structures while
not in the airport traffic pattern. Thus, unless near airports, the
burden of maintaining vertical separation rests upon the aircraft pilot.
In the vicinity of airports, however, aircraft must descend to low
altitude to enter into the traffic pattern and approach the ground prior
to landing. A similar situation exists after takeoff in, which the
aircraft must attain safe operating altitude while safely following a
traffic pattern out of the airport area. Thus building height
restrictions in airport areas must exist to allow necessary low altitude
operations with an ample safety margin.
Federal Aviation Administration (FAA), Federal Aviation Regulations
(FAR), Part 77 "Objects affecting navigable air space" sets forth
criteria for preservation of navigable air space in the area of -airport
traffic patterns. Obstruction standards and procedure for notification,
of the FAA prior to construction or alteration of an existing or
potential obstruction to navigable air space are included within -:FAR,
Part 77.
Butte County and the City of Oroville should adopt zoning ordinances
which include airport approach zone overlays that apply more rigorous
standards than generally imposed by FAR, Part 77.
Safety
'Land use restrictions in the vicinity of the airport are designed to
minimize'the potential tragedy of an aircraft crash. While the Oroville
Airport has experienced no crashes involving the public'or scheduled air.
carriers -in recent years, the possibility exists.. Approximately 50
Page 3
r
percent of civilian aircraft accidents occur within airport boundaries.
Approximately 15 percent occur outside airport boundaries and within l
mile of airports. Of these near airport accidents, approximately 60
percent,.areconcentrated within narrow strips of land at both'ends,of
the runway.D
Thus,.land uses in these areas should be used in which foss of life and
property will be minimized and which will pose as smallan additional
hazard as possible to an airplane's occupants'•in the event of -an
accident.-
Certain
ccident.
Certain land uses and activities within the approach and clear zones
which extend from the end of the runways may distract or cause confusion
to'the pilots of landing aircraft and thus may add materially ,to the -
hazards within this area and therefore'should be avoided. They include:
• f
Any use which would direct a steady light or flashing light of white,.
red, green or.amber color toward an aircraft engaged in an initial
straight climb following takeoff or toward an aircraft.engaged,in a
straight final approach toward a landing at an airport other than.an FAA
•approved navigational signal light or visual approach slope indicator,
(Vaso
Any use which would cause sunlight to be 'reflected toward an aircraft
engaged in an initial straight climb following takeoff or toward•an
aircraft engaged in a straight final approach toward 'a landing at an
airport.
Any use which would generate smoke or which could attract large
concentrations of birds or which may otherwise affect safe air
navigation within this area.
Any use which would generate electrical interference that may be,
detrimental to the operation of aircraft and/or airport instrumentation.
Other land uses.which are not compatible from a safety standpoint within
approach and clear zones, or any uses which create co.ncentrations of
people in the airport area of influence, particularly the young, elderly
or infirmed. .(Chapters 2 and 3 delineate specific land ,uses which are
not compatible and the specific area in which such incompatibility -
occurs for -the Oroville Airport.)
In addition to the land use issue,' there is a'concern about the ability
of public safety, agencies to effectively deal -with emergencies within
clear zone properties. This requires careful attention to emergency
services for individual parcels. 'Examples of potential issues include
-location and concentratio2-of fire hydrants, water availability, and •
site•and.building access. -f-/ '
-1"Aircraft accidents in the vicinity of airports." (Prepared
for the Assembly.Committee'on Natural Resources and Conservation, Air
Safety Publications, January 2, 1973.)
iFederal Aviation Administration Advisory Circular No.
150%5190-3a, September 19, 1972.•
Page - 4
J
Airport Noise
Noise is defined as unwanted or objectionable sound. Airport noise is
the sound of aircraft taxiing, taking off, landing, or flying in the
airport traffic pattern or aircraft engines being run up for
maintenance, testing or pre -takeoff checks.
Airport noise presents.a continual problem to many people around
airports unlike the incipient problem of airport safety. Aircraft noise
may render some land uses such as outdoor assemblies impossible. It may
disrupt school and work activities. At lower levels it may interfere
with privacy and sleep; and increasingly, medical opinion is that it
contributes to poor health.
Noise Properties and Measurement
Sound is a form of energy detectable by the human hearing system. It is
commonly produced when some object is set into vibration. The vibration
is transmitted to any surrounding media, such as air, causing pressure
variations or "sound waves" among air particles. These waves spread out
from the source, and along,their paths the waves can reflect off
surfaces, they can bend around obstacles, and they can be absorbed by
insu-lative materials.
Measurement of sound involves three variables: magnitude, frequency,
and duration.
Magnitude of variation in air pressure results in the "loudness" of
sound. magnitude -is expressed in decibels (dB) which are logarithmic
ratios.comparing measured sound pressure to a referenced pressure. Thus
a "loudness" of 70 dB is ten times the sound pressure of 60 dB and twice
the sound pressure of 67 dB. An apparently small increase in number of
decibels can.actually represent a significant increase in sound.
pressure.
Frequency refers to the number of times per second the object which
pro uces Uhe sound vibrates. Within the audible ranges, subjective
response'to pitch varies. People generally find higher frequency sounds
more annoying.Thus, people may.compla.in more vigorously about a high.
frequency but relative low magnitude jet or turbo prop aircraft noise
than lower frequency sound of the same or greater magnitude from other
sources.
Duration is the length of time a noise lasts. Noise induced hearing
loss is airectly related to magnitude, frequency content, and duration
of noise exposure.
To adequately describe a noise environ,, it is necessary to quantify the
variation in noise level over time. An energy equivalent sound level,
in which the amount of acoustical energy composed of magnitude and
dura.t_ion for each individual noise—i.s summed', is the basis for the
�(�I unit notse equivalent level (CNEL), which is the quantification
method used in airport noise legislation in California.,
�=�""
Page 5
Noise in a residential or other noise -sensitive setting is often more
bothersome at night than during daytime. For CN_ calculations, the day
is" dividednto time periods with the following weightings.
-�-� .LC
-Co- mmu.n•i t..0d.
,e. -E q u rv-a 1 e nLev
Daytime: 7 a.m. - 7 p.m. weighting factor of 1
Evening:" 7 p.m. -10 p.m. weighting factor of 3
Nighttime: 10'p.m. - 7 a.m. weighting factor of 10
Thus, in estimating noise contours, a plane departing after 10 p.m. and
before 7 a.m. is weighted ten times the same plane departing after 7
a.m. and before 7p.m., ie., one flight n,ow equals ten flights if it
occurs at nighttime.
Noise Exposure Contours
Noise exposure contours are the mapped expression of points subject to
equal average noise level, analagous to topographic contours. 'Noise
contours may be drawn with respect to any -noise measures;,,for airport
land use planning, CNEL contours are -used. Noise contours attempt to
refer only to airport noise and aircraft in the traffic pattern as noise
sources; although multiple sources such as railroad tracks'or freeways
in combination with airports increase actual noise levelin some -areas.
Airport Noise Legislation
Land use and building insulation standards within this plan are based on
legal guidelines. Specific planning boundaries in areas'in which they
apply are contained within Chapter 3.
Public.•Utility'Code,.State-of-California, Section 21675
This section mandates formation of.this airport land use plan and
creation of an airport area'of influence for the airport. The plan "may
specify.use of land, may develop building standards, including
soundproofing adjacent to airports, within the planning area".,
Noise Exposure Control Measures
Control of exposure to airport related noise is complex. It may involve
a hierarchy`of measures ranging from noise suppression at the source to
purchase of noise impacted land by airports. The ALUC's role in control
of exposure to airport noise is limited by the California statute. It
includes:
Compatible_use-zoning which permits only non -noise sensitive uses in
noise impacted areas can prevent future incompatibilities. The airport
benefits by not becoming cramped by encroaching neighborhood
development; the community benefits by maintaining a comfortable
environment for its residents. This is usually the best way to avoid
having airport noise impact undeveloped property. Implementation
responsibilities rest with the local zoning jurisdiction, though the
Page 6
CHAPTER 2
Guidelines for Land Use
Airports are significantly affected by and, in turn affect-adjacentland
users. Structure heights and extent -can present obstruction in the.
airport vicinity which are hazardous to aircraft as well as structure
occupants. Population concentrations present an aircraft noise exposure
and safety hazard which may result in complaints and restriction of
airport operations. Some -type of commercial and industrial uses,,
however, presenting a low building profile, high construction standards
and'low population densities represent'compatible land uses having
little effect upon airport operations. Such compatible uses can, in
fact, support and complement airport operations.
A balance'between.airport contiguous land uses and.airport'operations is
a critical issue in airport and community,planning. With the exception
of open air assemblies, residential and certain institutional
developments, most land_ uses are compatible with airport operations from
a noise standpoint.
The Public Utilities Code gives the Airport Land Use,Commission the
power "to assist local agencies in .insuring compatible'land uses in the
vicinity of existing airports, to the extent that the land in the
vicinity of such airports -is not already devoted to incompatible uses"•.
The ALUC must design a proscriptive land use.plan for airport environs
such that`land uses incompatible with the airport are not permitted, but
maximum discretion'is left to local jurisdictions to plan land uses for
local needs. This chapter provides very broad airport land use
guidelines.2j Within Chapter 3 are parcel specific recommendations for
the areas surrounding the Oroville Airport. „
Various land uses have been evaluated and their suitability as airport
contiguous land uses are summari,zed' below. ..
Natural uses are compatible with aircraft noise to the extent airport
operations are not affected. However; flood and swamp areas may be;
associated with low visibility or ground•fog. Flooding, ponds, swamps,
and game and fish preserves may cause a bird hazard.
Agricultural uses'are compatible with aircraft noise with a few
exceptions. Poultry farms should not be located under the approach
>C zones. --/Poultry crowding together because of high,noise levels may
• t
��ection,21674, Public Utilities Code.
uidelines in this chapter are taken from "Advisory Guidelines
for Land Use Planning.in the Vicinity'of-Airports;" California State
Departmeqt•of Transportation, Division of Aeronautics,'Sept. 1976.
' Clear zones. and 'approach .zones include land -at both ends of
runways over -,which aircraft fly at low altitude prior to landing and
subsequent to takeoff. Their extent and air space requirements are ,
defined in a later chapter:
Page 8' .
suffocate or Imay produce fewer eggs. Grain and seed crops may attract
birds which may endanger aircraft.
Highways"and railroads are good uses e.xcept when close to the runway
end where vehicles may intrude into clear zone air space requirements
and motorists may be distracted by low-flying aircraft.~"
Recreational areas generally are good land uses around an airport.
The rollowing are examples of exceptions because of noise exposure and
the hazard involved in a large concentration of people in the open.
1. Playgrounds - marginal, avoid in approach zones
2. Athletic ,Fields - marginal in airport zones
3. Outdoor Theaters - poor in airport zones
4. Fairgrounds and Race Tracks - poor in airport zones
No recreational use is appropriate in a runway clear zone.
Municipal Utilities are compatible as far as noise is concerned but
the following may present obstructions.or hazards:
1. Gas and oil facilities including above -ground pipelines and
11 storage facilities marginal under approach zone surfaces
2. Electrical plants,marginal under approach zone surfaces
3. Power lines poor under approach zone surfaces
In addition, trash dumps and incinerators may create a smoke problem and
garbage dumps attract birds.
Commercial -uses, restaurants, -shopping centers, office buildings,
public ui ings, banks, gasoline stations, hotels, motels and theaters
are generally good uses on an airport or adjacent to it but should
incorporate sound insulation in buildings for internal livability. None
of these should'be constructed in airport clear zones and depending upon
location may be inappropriate in an airport approach zone.
Industrial uses are acceptable except for those that produce smoke,
elec ronic in er erence, or misleading lights. Sound conditioning of
structures may be required to reduce exterior noise to acceptable levels
for internal operations. Some industries cannot be located near
airports because noise and vibrations'interfere with delicate
instruments.
Residential -and -certain institutional uses are considered poor
adjacent o airport areas and particularly under the approach zones
because of both noise and hazard. Acoustical treatment will reduce
noise in the buildings but it will not reduce noise during outdoor
activities.
Page 9
i
CHAPTER 3
Planning Boundaries and Airport Areas of Influence
Introduction
The California Public Utilities,Code specifies that airport land use
commissions shall determine planning boundaries around each public and
military airport within their,.j-urisdictions. This chapter•sets forth
criteria in`establish•ing these boundaries. The encompassed area is
referred to as -the airport area of influence.'
The precisemethodology for determining planning boundaries•is.not set
forth in the legislation. Determination of planning boundaries is
dependent•upon the 20 year forecast of airport operations'and aircraft
mix., Anticipated physical development of the airport is shown on the,'
adopted airport master plan and 11ocal,airport'traffic patterns - including
anticipated approach and departure proceedings.' The methodology -for:
establishing airport planning boundaries for the Orovil_le Airport is
laid out•in.this chapter. As.unanticipated•changes in airport
operations and/or -physical development affect contiguous lands, the
airport's specific land use•plans will require updating.
Exhibit l portrays the airport area of influence divided into areas of
major concern: height restriction, safety, and noise.
Safety Area .1"(Clear Zone) "
This is the most restrictive area -as it is subject to greatest danger,'
it must contain no obstructions which extend into air space requirements -
of landing aircraft as defined in FAR, Part 77. ' It is the`•FAA's
recommendation that clear zones be airport property and if airport r
property that they be maintained as cleared fields with restricted t
access. Off airport clear zone development must be•limited to uses
consistent with -clear zone policies presented in,'this report..
The clear zone•is defined as land under the approach slope from the
primary surface end out to the point where the approach slope "is,50 feet
.above ground level. The dimensions of the clear and approach zones are
contained in'the'-following table: j
s
{r ,Page 10
•
0
Clear Zone*a
Clear ' Zone
Inner Width
Outer Width
Length
s
Part -77 Approach Surface Dimensions
(Dimensions in feet)
Slope of Part 77 Approach Surface
Part'77.Approacli Surface
Inner Width
Outer Width
Length
Runways 12,19,30 Runway O1
1,000
1,000
1,425
1,750
1,700
2,500
34:1 50:1/40:1
500 1,000
3,500 16,000
10,000 10,000 at 50:1,
then 40,000 at 40:1
Runways 12.,19,30 to be nonprecision B1 (larger than utility - visibility
minimum greater than 3/4 mile, per.FAR Part 77);'Runway O1 to be
precision approach.,
The City of Oro ville.should begin negotiations with landowners who
presently own land in each'of the Oroville.Airport clear zones to either
purchase this land or trade land which the,City now owns for that land
located in the clear zone.
Safety Area 2 (Approach --Zone)
This zone is an extension of the clear zone in which uses which do not
result in the concentration of people or particular fire hazard are
generally allowed. Height restrictions in,the approach zone are more
severe than in other zones except the.clear zone and must be absolutely
enforced.
Safety Area 3 (Overf.l.i.ght- Zone)
This most extensive area defines the air space requirement of an
airport. It is defined in accordance with the Federal Aviation
Regulation (FAR), Part 77.. The aerial extent of the horizontal plane
depends on'the size, configuration and category of the airport.
Traffic patterns vary due to:
1. Runway configurations
2. Prevailing winds
3. Topography
4. Population concentration`s
5. Noise abatement procedures
Portions of the general safety area of any airport are frequently
overflown and others are infrequently overflown. Land use safety
Page 11
0 •
recommendations for this area must be more airport specific than
recommendations for clear and safety zones.
Airport Noise'Area
Within this zone land use will be influenced by airport noise as well as
height restrictions and -safety. The boundary of this zone is determined
by using the California Airport Noise Standard which sets forth the
criterion ommunit noise a nivalent le C EL' contour. Exhibit. 1
depicts Orovi le Airport 55 CNEL noise contour.
State regulations establish as a general standard that.residential uses'
including mobile homes, schools, hospitals, institutional uses and other
uses that are a basis for large concentration of people are incompatible
with noise levels above 55 dB CNEL. Airport owners and operators are
now considered responsible for noise problems which existing land uses
experience from airport operations although local governments, pilots,
and the department work cooperatively to diminish noise.
It is in the airport -noise zone that most potential problems will occur
unless future land use decisions are subject to careful controls.
Additionally, this zone's extent is.based on anticipated airport
operations over the next 20 years and, unanticipated changes in
operations will require new noise measurement and redefinition of the
airport noise zone.
Exhibit 2 provides a guide to land use compatibility within Safety Areas
1, 2 and 3. It is concerned only with safety compatibility and not with
noise compatibility which may vary within each safety area.
Noise contours on.airport maps which. accompany this report are, where
possible, taken from airport master plan projections. They should not
reflect current noise levels but rather expected future -noise levels.
Noise contours will be reviewed periodically by ALUC staff as new
measurements and operational projections become available.
Page 12
EXHIBIT 2
LAND USE GUIDELINES FOR SAFETY"COMPATIBILITY ONLY
(Noise Compatibility May Vary
Within Each Safety Area)
Compat-i.bility with
Land Use Category Safety Areas
Residential 1. Clear Zone
2. ,Approach Zone
Single Family 1. No 3.: Overflight Zone
2. Yes (1)
3. Yes
Multiple Family Dwellings
1. No
2. No (2)
3. Yes (3)
Mobile Home Parks'or Courts
1. No:
2. -No,(2)
3. Yes (3)
Transit Lodging, Hotels, Motels
1. No
2. No (2)
3. Yes (3)
Industrial Manufacturing
Chemicals and Al1i•ed Product's
1. No
2. No
3. Yes (3)
Petroleum, Refining and Related Industries
1. No
2. No
3. Yes (3)
Rubber and Miscellaneous Plastics
1. No
2. No;
3. Yes (3)
Miscellaneous Manufacturing
1. No
2.. Yes (3)
3. Yes (3)
Page 14
Warehousing,.. Storage
of Non-Flammables
'(6)
1..
No
.2.
Yes (3)
3.
Yes
Transportation, Communications, and Utilities
Railroad, Rapid Rail
Transit
1'...
No (6) .
2
Yes
-3.
•Yes
Highway and Street
1.
No (6)
2.z
Ye's
3.
Yes
Auto Parking ';Lots
1e
No (6)
2:
Yes
3
Yes' (3)
Utilities
-
1.
Yes (4).
2.
Yes
3.
Yes.
-'Other Transportation,
Communications,- and Utilities'
1.-
No. (6)
2.
Yes'
3.
Yes ,.(3) '
Commerci"a.l/Retail Trade
Wholesale Trade
2.
Yes (3) q
3.
Ye s (1).
Building Materials,,' Retail
1.
No (6)
2
Yes (3)
3.
Yes (3)
General Merchandise,
Retail
1.
No
-2.
No (2)
3.
Yes (3 )
Food, Retail
1.,
No
2.
No (2)
3.
Yes (3)
Page 15
S'
Automotive
°
.
l.' No
..
2. Yes (3)
} 3. Yes (3)
Eating and Drinking Places" .'r -
:;
•. 3 . Yes • (3)
t
+•
Other Retail Trade
, •
+
'
.• 2 . No (2)
+
3. Yes (3)
' `Personal alndz Business -Services
I
2 Yes ;(:3)
♦
-
;
t 3.., Yes (3)L
.'
Public and Quasi -Public Services
'°
-
i•'
-
Cemeteries
1. No_
i'
2.• No,
+f,
' 3 Yes,'( 3)
r
Other Public -and Quasi -Public, Services
1 No
.,
2.- No' :.
•- .
" 3: Yes, (3)
,Outdoor Recreation c°
j '
- r •.+
'
-
Playgrounds, Neighborhood Parks,
Camps,'
•^
•''
'
•1 No
_
tt
'Y.,
•
r
E 3. .Yes (3) -•
� •
' � ...� '
` . •,
Nature Exhibits ' . -
t
.•
1. NO
2. Yes. <(.3)
3 Yes '(3)
Spectator --Sports, Including Arenas;
.'
1 No
3. Yes •(3)
Golf Courses, Riding Stables,
2. Yes '(3,5)
'
3. Y Yes (.3:5)
t+ Page 16
Auditoriums,' Concert,-Halls
_
I. No
' •
3. yes (3)
• r Outdoor, Amphitheaters and Music * ShellsY, •'
,
1: No
• J r -
r 2. No-
*. 3. Yes . ( 3)
• Resources Production; *Extracti1on -and Open -Space,"{ t•'.
,
Agriculturei Except LAvestock
-d Ye.s
' 2. Yes" ..
' 3. Yes
'Liv-estock Farming, Animal, Breeding 4
-• , , ,, .. .�. 2. Yes-
` :3. Yes
Forestry Activities,'and 'Related Services
.,
1. No
12. Yes
3 . Yes
Mining Activities..
' 1. No,
�• 2 . Ye s
Ye s, ..
.
Permanent Operi 'Space
• .1. Yes -.
•'
2. Yes.
' 3 . • Yes'
Water' Areas
Yes•
? '2. Yes
s
- 3 .. Yes
{ .s Page `d7 ;. Y.
'Exhibit 2 Notes:
:(1)
Single-family residential is a compatible land use within the
approach zone only if the population density is not more than
one single family resident -per 5'acres within mile' of the runway,
end, subject to ALUC review.
(2) Use not compatible in approach zone within l mile of the runway
end. Use subject to ALUC review if more than 1 mile from the
runway end.
(3) Uses subject to ALUC review if they result in large concentration
of people underneath downwind and'base legs or departure paths
of frequently used airport patterns. Threshold for review of.
"large'concentrations is on the order of 25 people per acre.,.
for non-residential uses or more.than'4 units'per acre fo'r
residential uses.
(4)'No above -grade transmission -lines, no on or above -grade gas or
oil pipe lines.
(5) Equestrian activity including riding trails -is not compatible -
with areas overflown by low flying'aircraft as horses may be
frightened :'by aircraft.
(6) Intensive development in a clear zone is prohibited. All specific
development plans must be 'reviewed by the ALUC to assure that
temporary or permanent concentration of people'greater than 25'
people per acre are avoided, that storage of concentrations of,
hazardous material will not occur, and that the local public:.
agency will be able` -to effectively provide emergency services
to the parcel. '
Page 18
! CHAPTER 4
Airport Land Use Commission Policy
Introduction.
The objective, of the'Airport Land Use Commission is to promote the
orderly development of lands -contiguous to the Oroville Airport_in a'
manner which safeguards .the general welfare of the inhabitants,'assures
.the safety -of air navigation, and maintains the utility of'the Orovilre
Airport.
To ful.fill,this objective, airport areas of influence which encompass`
those areas.where compatible land use planning is essential have been
developed for the Oroville Airport. 'The following policy goals each
apply to its special zone within the airport area of influence, and
address three.areas of concern:
.1. Preservation'of navigable air space
.2. General safety of people and property
3. Mitigation of airport impact r
This plan recognizes.the need for consistent, rational "application of
`criteria for land use around the'Oroville Airport.• It also recognizes
that the Orov'ille Airport serves different aircraft types in different
quantities, indifferent operating environments, and,that each impacts
its surroundings.in a different way. Therefore, the policies presented
in this plan are general in nature.. They are based on federal,and state
standards for noise•and safety and are designed to be adapted to
individual cases. Within the restraint imposed by.the ALUC's•height,
noise, and safety, policy, land use planning for local need -is left
entirely to local jurisdiction.
a
General"Policy
Within the boundaries of the airport area of influence, the, ALUC
recognizes its authority and jurisdiction is limited by the California
x Public Utilities Code General policies of the Commission'shall be:
1. The Airport Land Use Plan will set general parameters for
development of specific regulations and zoning.for eland
uses within the area of influence of the Oroville Airport ;
as guidelines for each member,agency in the development or
amendment of General -Plans, Specific Plans,'Zoning Ordinances,
or other regulations required to achieve:the goals of the
.Airport Land Use Plan'.for the Oroville Airport.
X Section 24674 et seq., Public 'Utilities -Code.
f
• • aJ
W Page 19
2. For member agencies the Commission -will assist them in re-
viewing changes in General Plans or other community plan
changes and.propose new land use contiguous to airports
(within the airport area of influence). To insure con-
sistency with the ALUC prior to formal actions by cities
or county. Coordination of such efforts also will be the
responsibility of the Commission's staff:
3. ALUC's staff shall work closely with the Oroville City.and
airport management to implement provisions.of this plan and
to achieve the objectives of the ALUC.,
4. ALUC staff will work with member jurisdictions to develop
procedures which will facilitate identification of parcels
within the zone and safety area of the airport area of in-
fluence prior to actions such as zoning changes or issuance
of building permits to assure compliance with the goals of
the ALUP.
5. In creation of airport areas of influence, the ALUC shall use
FAR, Part 77 contours and CNEL noise contours from the best
sources available to it. The ALUC shall revise and/or update
contours whenever operational changes occur.
6. The ALUC has no jurisdiction over airport operations which
include the number and type of aircraft taking off and land-
ing, time of aircraft activity and airport traffic pattern
used.
7. The ALUC has jurisdiction over land uses within the airport
area of influence except to the extent that land within the
area of influence is already devoted to incompatible uses.
Airport Height Restriction Policy
To assure safe passage of aircraft in, out and around the Oroville
Airport by safeguarding and preserving navigable air space is the
objective of airport height restriction policies. Federal Aviation
Regulations, Part 77 sets forth criteria for describing the navigable
air space requirement of each airport. Objects which penetrate above
imaginary surfaces described in FAR, Part 77 can impair safety and raise
weather.minimums for instrument approaches, thereby decreasing the
operational capacity of an airport.
ALUC height restriction policies shall be to:
Designate height restriction areas for the Oroville Airport as
laid out in Chapter 3 of this plan,
Restrict the development of new incompatible land.uses within
airport height restriction areas which penetrate FAR, Part 77
surfaces,
Page 20
Review any specific projects within the airport area of influence
which may pose an intrusion into navigable air space.
Airoort"Safety Poli&
The ALUC safety policy objective i.s to assure, the safety of people and
property.in airport environs from accidents involving aircraft and to
minimize adverse influences of land uses on runway approach and clear
zones on aircraft landing or taking off.
ALUC safety policy shall be:
To designate airportsafety areas identified according to degree
of hazard as safety area 1 (clear zone), safety area 2 (approach
zone), and safety area 3 (general airport traffic pattern zone).
To restrict development of new, incompatible land uses within air-
port safety areas 1, 2, and 3 in accordance with Exhibit 2.
Airport Noise'Poli&j
The ALUC noise policy objective is to assure that new land uses in
airport environs are compatible with aircraft -generated noise,
compatible land use planning and acoustical installation in new
structures. The review of the ALUC require the development and
enforcement of regulation involving zoning for general compatibility,
site planning and acoustical installation standard`s. ALUC noise pol.icy
is within the boundary of the 55 C-NIE-r ontour as projected in the
Airport Land Use Plan.
1. Institutional land uses such as schools, hospitals, convalescent
homes, and other in-patient health care facilities shall not be
permitted,
2. Multi -family residential land uses may be permitted subject to
an acoustical analysis showing that all structures have been
designed to limit interior noise level in any habitable room to
45 db C within the 'boundaries of the 55 C contour as
projected in the Airport Land Use Plan. Compliance with the
acoustical analysis requirement shall be as specified. in
Section 28, Noise Insulation Standards, Title 25, Chapter 1,
Subchapter 1, Article 4 of the California Administrative Code.
RevisedEobTluary 4, 1985
Page 21
M