Agenda - 06-27-1983 - Laserfiche WebLink

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i' } Noise Exposure Indices The actual development of noise pontours for an airport is a complex The systems which treasure airport noise are usually based on the sum of process involving many calculations performed most easily on a computer, all"single aircraft noise events."These noise measurement systems arecalled Calculation of these contours is most often completed during the preparation cumulative measures and combine the Important elements contributing to of an airport master plan or in the preparation of Environmental Assessment noise exposure. Three such systems which are commonly used today are Reports on airport construction projects_If you have access to existing noise listed in order of historical development. contour maps,it will be possible to identify potential areas for noise problems or locate existing areas with noise problems.If existing noise contour maps 1.Composite Noise Rating {CNl?) are not available, then noise conflict areas may be prQduCed for_general - -- -- - -- — --- --- - aviation airports by"desk calculation"methods (see reference 61. 2. Noise Exposure Forecast (NEt=) Land Use Compatibility 3. Bay-Night Average Sound Level (L dn ) Land use compatibility with various levels of airport noise is a function of the types of activities associated with particular land uses. One can classify From each of these systems we can develop noise contours, Noise land uses according to their sensitivity to noise. The Federal Aviation contours describe equal noise values at varying distances from the runway. Administration (FAA) has developed a Land Use Guidance (LUG) Zone These contours should not be considered specific boundary Imes on a map System which relates noise to compatible land uses. that determine the precise location of severe noise impacts. Rather,they are This system delineates land use guidance Zones A, B. C and D which indicators of the type of response to noise that could be expected from a represent four levels of airport noise impacts ranging from minimal for LUG community as a whole. Zone A to severe for LUG Zone Generally, the land area within LUG Zone D should be contained within the airport boundaries or used only for those land uses which are not sensitive Cumulative Noise Measures and Levels to aircraft noise.' Description of Expected Response The land area within LUG Zone A is suitable for almost any land use GNR NEF L do because of the minimal noise impact.The land within LUG Zones B and C is suitable for iand uses which have intermediate sensitivitiesto aircraft noise.In Essentially no complaints would effect, it is within LUG Zones B and C that airport land use compatibility be expected. The noise tray, Fannin should take place. Less than: 100 30 65 p I however, interfere occasionally with certain activities of the residents, 1,5 Individuals may complain, 100-V 30-40 65-75 perhaps vigorously. Concerted group action is possible- i Individuals reactions would likely include repeated, vigorous i Greater than: 115 40 75 complaints, Concerted group I action might be expected. At general aviation airports,Zone D usually occurs only with substantial jet aircraft operations. 3 4