HomeMy WebLinkAbout03-19-2013 b2 alup study session with airport consultantcounci l
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C I T Y O F S A N L U I S O B I S P O
FROM :
Derek Johnson, Community Development Directo r
Prepared By :Kim Murry, Long Range Planning
SUBJECT :SAN LUIS OBISPO COUNTY AIRPORT LAND USE PLAN UPDAT E
RECOMMENDATIO N
Receive a presentation and :
1.Authorize the Mayor to sign a letter providing input to the Airport Land Use Commission .
2.Direct staff to work with the Airport Land Use Commission and the City's airport land us e
consultant through the Airport Land Use Plan update .
3.Authorize the Mayor or delegate a Councilmember to represent the City during Airport Lan d
Use Commission meetings as needed .
DISCUSSION
Backgroun d
•The Airport Land Use Commission (ALUC) is an independent body created by the Public Utilitie s
Code (21670) with the responsibility to adopt an airport land use compatibility plan that addresse s
noise and safety concerns associated with the airport ; and it reviews legislative acts of the loca l
agencies affected by the airport area for conformity with the plan . It is comprised of seve n
members : two appointees each from the County Board of Supervisors, an incorporated cit y
selection committee, and the public airports, along with one member appointed by the other si x
commissioners to represent the general public .
The ALUC does not report to the Board of Supervisors or to elected officials in the cities . Their
actions are independent of any local political body and binding unless overruled by a two-third s
majority of a quorum of a local agency. The governing body must include specific findings that th e
action meets the purpose of Article 3 .5 of the State Aeronautics Act and other published case la w
when taking action to overrule .
City Policy Supports Airport Succes s
The City of San Luis Obispo has worked extensively with the ALUC over the years in a
collaborative manner to demonstrate commitment to the on-going viability of the airport . Th e
airport is an important economic driver to the area and the General Plan includes policies tha t
support ongoing airport operations . The airport is also part of the adopted economic developmen t
strategy to take every opportunity to support enhanced air service for our community .
'Meeting Date
I March 19, 201 3
ItemNumber
B 2
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Airport Land Use Plan Update Study Session and Direction Page 2
The City Has Made Density Concessions in Support of the Airport
In the past, this collaborative approach has resulted in the City reducing densities envisioned by th e
General Plan . For example, the Margarita "expansion area" was envisioned to achieve up to 1,20 0
dwelling units, but the development accommodated in the subsequent Specific Plan was limited t o
868 dwelling units to respond to Airport Land Use Plan limitations . In addition to this specifi c
example, there have been numerous other projects that have been limited in density and resulted i n
fewer units than would have otherwise been possible under the City's Zoning Regulations i n
response to the limits established in the Airport Land Use Plan .
The Airport Land Use Plan Needs Certainty and Clarity
City and County staff have experienced challenges in evaluating projects within the Airport Lan d
Use Plan area due to the lack of clearly-mapped and accurately defined safety boundaries . For
example, when Chevron applied for remediation and redevelopment of their property within th e
Airport Area Specific plan, the project was brought before the ALUC with a request for a finding o f
conformity with the Airport Land Use Plan . In this case, City staff, County staff and the ALU C
experienced great difficulty during the review of the proposal because the maps shown in th e
Airport Land Use Plan were created in an analog format and the graphic is not accurate enough t o
determine with any certainty where the exact boundaries of the various safety zones fall . This has
posed a particular problem by limiting the ability of both City and County staff to advise th e
applicants of the density limitations that should apply . As a result, the ALUC expressed their inten t
to update the Airport Land Use Plan (ALUP) in 2010 and the City hired an airport land us e
consultant (Johnson Aviation) to provide technical advice .
Overview of the ALUP Update Proces s
When asked to help describe the dimensions of the safety zones in order to accurately map them i n
a GIS format, the Commissioner who described the dimensions of the zones produced a documen t
called the Dimensional Details of Airport Safety Zones (January 2010). However, the effort t o
pursue conversion of the Dimensional Details document descriptions into GIS format wa s
abandoned when the Commission made a preliminary finding of conformity with the Airport Land
Use Plan for the Chevron/AASP update project and updating the Airport Land Use Plan did not
have the same urgency for the Commission .
When the City began the LUCE update process, the City once again approached the ALUC with a
request to update the plan with accurate information regarding the location and basis of the safet y
zones . On October 17, 2012, the Airport Land Use Commission agreed that the Airport Land Us e
Plan needed to be reviewed in order to reflect the more recent Airport Master Plan and also to
accurately map safety zones . While the ALUC assigned two sub-committees to work throug h
details of the safety zones and report back to the full ALUC, one commissioner (Dr . Robert Tefft )
has taken a very active role in this issue . As a result City staff has been primarily working with Dr .
Tefft on this update and refinement to the mapping of the safety zones .
During this review process Dr . Tefft (who took primary responsibility in developing the ALUP i n
2005) again provided a document (Dimensional Details of Safety Zones — Attachment 2) tha t
describes the configuration of the zones . The City's airport land use consultant, GIS and
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Airport Land Use Plan Update Study Session and Direction Page 3
•Community Development Department staff worked with Dr . Tefft and the County staff liaison to
decipher the technical details of the Dimensional Detail document . Errors in trigonometry an d
graphical misrepresentation of the zones were noted and Dr . Tefft made corrections throug h
updated versions of the Dimensional Detail document . After many months of intense technica l
work by the City's GIS staff and Johnson Aviation, the zones described in the Dimensional Detai l
of Safety Zones document were mapped accurately in GIS . For comparative purposes, the origina l
graphic safety zones (estimated locations) were compared to those in the Dimensional Detai l
document and the safety zones that are suggested in the State of California Department o f
Transportation Division of Aeronautics, " California Airport Land Use Planning Handbook "
(referred to as Handbook).
The Handbook provides guidance for preparation, adoption, and amendment to Airport Land Us e
Plans . The 2011 publication is the fourth edition of this document which was developed an d
updated by staff from the State Division of Aeronautics, the State Attorney's office, environmenta l
and airport land use consultants, airport land use commission staff from seven airports ; airpor t
managers from seven airports (distinct from the previous ones represented); and federal and military
staff. The Handbook is intended to provide guidance for safety and compatibility requirements that
Airport Land Use Commissions use when developing or modifying their respective Airport Lan d
Use Plans . An ALUC may choose to be more restrictive than the guidance provided in th e
Handbook when local conditions warrant doing so .
•The Handbook addresses two primary concerns of Airports : Safety and Noise . Both concern s
influence the shape of the safety zones and the underlying density restrictions associated with eac h
successive zone . Safety is related primarily to accident patterns and risks to people and property o n
the ground . The Handbook provides descriptions and dimensions of safety zones that address th e
potential increased risk of accidents in closer proximity to the airport runway with zones tha t
decrease in width as distance from the runway increases . The safety zones are described according
to runway length and type of use (i .e . long general aviation, low activity, military, large air carrier,
etc .). The diagrams provided in the Handbook provide an intended staffing place for consideratio n
of safety zones :
Zone 1 : Runway protection zone and within runway object free area adjacent to the runway ;
Zone 2 : Inner approach/departure zone ;
Zone 3 : Inner turning zone ;
Zone 4 : Outer approach/departure zone ;
Zone 5 Sideline zone ; and
Zone 6 : Traffic pattern zon e
Noise concerns also influence Airport Land Use Plan provisions . The Public Utilities code (Sectio n
2I675a) requires that noise contours be based on an airport development plan that reflects th e
anticipated growth of the airport during at least the next 20 years . The Terminal Area Forecast s
produced by the Federal Aviation Administration provides projected operations for every airport .
The latest projection estimates 85,000 operations in the year 2040 . This is important because tota l
number of operations, fleet mix, and time of day of operations have an impact on average nois e
•levels . If accurate information is not used in estimating operations, noise contours may b e
developed that don't accurately reflect the public's potential exposure to noise . In the case of th e
San Luis Obispo Airport Land Use Plan, the ALUC used an operational projection based on a
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Airport Land Use Plan Update Study Session and Direction Page 4
•hypothetical maximum capacity of the airport which does not appear to be reasonable or well -
supported . Since the Airport Land Use Plan tends to blend noise and safety-related land use densit y
restrictions, the inflation of average noise levels has repercussions in the form of limits on land use s
in the City .
The update to the Airport Land Use Plan provides an opportunity for the ALUC to address some o f
the inconsistencies in the current plan and ensure that it is based on the guidance in the Handbook.
Similarly to other planning efforts, the update will first start with a project description for whic h
environmental review will be conducted . The ALUC will review the proposed changes to the plan ,
adopt an environmental determination based on the proposed changes and finally will adopt a n
updated plan . While Caltrans Division of Aeronautics will typically request to review the draft pla n
prior to adoption, state staff may or may not provide comments . In either case, their comments ar e
advisory only. Since the ALUC is an independent body, adoption of the plan is final at the ALU C
and does not require Board of Supervisor approval .
City's Airport Planning Consultant to Present Findings to Counci l
In 2010, the ALUC indicated their intent to update the Airport Land Use Plan as a result o f
difficulties in identifying how a safety zone boundary would affect the Chevron Tank Far m
proposal . In response, the City distributed a consultant services request letter to airport land us e
consultants to provide technical support for the City through the update process . Johnson Aviatio n
was selected from this review process and was awarded the contract . The City was concerned tha t
without these services, City staff would not have the necessary technical expertise or support t o
make informed recommendations through the update process . The consultant was hired to provide
information, technical review and experience and make appropriate recommendations to addres s
safety zone concerns . In December 2012, Council authorized a scope amendment to the existin g
contract to ensure that the consultant could participate in the ALUC sub-committee meetings a s
well as through the update process .
Through his review, the airport land use consultant has identified several issues that should b e
addressed through the Airport Land Use Plan (ALUP) update :
•Noise contours included in the ALUP reflect airport operations that are unlikely to occur .
The FAA projections for this airport estimate 85,000 operations per year out to the yea r
2040 (the extent of the FAA projections). The current noise contours reflect activity tha t
appears to correspond to over 200,000 operations per year .
•The "maneuvering zone" for Runway 7-25 does not appear to be required for safety and i n
past versions of the Dimensional Details document was specifically recommended not to b e
included .
•Safety and noise considerations appear to be intermingled in the ALUP resulting in land us e
limitations that exceed what is needed or reasonable in some areas .
•Local conditions that call for safety zones that exceed the Handbook have not bee n
documented.
The presentation at this meeting will brief the Council on the results of the mapping exercise, th e
role of Federal regulations and guidance from the State Aeronautics Division of Caltrans, as well a s
the implications to underlying properties . The desired outcome of this study session will be Council
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Airport Land Use Plan Update Study Session and Direction Page 5
• direction to staff to represent the City in the update process and the authorization from the Counci l
for the Mayor to send a letter to the Airport Land Use Commission urging them to adopt safet y
zones consistent with airport land use planning best practices . If desired, it is also requested that th e
City Council authorize the Mayor or other City Council member to represent the City at ALU C
hearings .
FISCAL IMPAC T
The full fiscal impact of the Airport Land Use Commission (ALUC) action to update the Airpor t
Land Use Plan will not be known until the ALUC defines a project description for the update scope ..
Currently the adopted safety zones restrict land uses beyond the safety zones mapped using the
Handbook . The more expansive zones limit development and have an impact on job creation an d
housing .
If the ALUC proceeds with adopting safety zones defined by the Dimensional Detail Document, th e
properties included in safety zones in excess of the California Handbook Safety zones have a
current assessed valuation (not taking into account future improvements or value) of nearl y
$850,000,000 .
ALTERNATIVE S
The Council could choose to defer action until the ALUC has defined a project description . Staff
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does not recommend this approach as the ALUC's action to define a project description woul d
benefit from understanding the City's position .
ATTACHMENT S
1.Draft Letter for Mayor Marx's signatur e
2.Dimensional Detail of Airport Safety Zones prepared by Dr . Tefft
3.Maps of Safety Zone comparisons (larger copies available as a Council Reading File )
COUNCIL READING FIL E
Larger color copies of Safety Zone comparison map s
Mooned agenda moods 12013\2013-03-19talup study session with airport consultant (johnsan-murrynalupupdatecar.docc
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Attachment 1
March 20, 201 3
Airport Land Use Commissio n
c/o County Government Cente r
San Luis Obispo CA 9340 8
SUBJECT : Update of Airport Land Use Pla n
Chairman Oxborrow and Members of the Airport Land Use Commission :
The City of San Luis Obispo applauds the Commission's efforts to update the Airpor t
Land Use Plan and provide updated maps in GIS format to enable accurat e
identification of the safety zones . The Council understands that the Commission i s
charged with the important task of protecting the health and safety of City and Count y
residents from airport hazards . To that end, our City staff has been collaborating ove r
the years with the Commission in an effort to understand the concerns of th e
Commission regarding aviation hazards and will continue to collaborate with th e
Commission in this upcoming update process . The City is committed to ensuring tha t
the airport continues to be a viable, safe, and vital part of our community .
Since airport land use planning is a highly technical endeavor, the City retained Johnso n
Aviation to support the effort to accurately map the safety zone configurations, nois e
contours, and local conditions associated with the San Luis Obispo County Regiona l
Airport . In addition, City staff has coordinated this effort with Airport Land Use
Commission staff who has been involved in airport planning for over 25 years, and wit h
the Caltrans Division of Aeronautics staff to understand the role of the California Airport
Land Use Planning Handbook (Handbook) as a reference and guide to both formatio n
and update of Airport Land Use Plans .
After consultation with airport planning professionals and state staff, the City of San Lui s
Obispo has concerns and would respectfully ask that the Commission consider th e
following input as the project description is defined for the update process .
1 . The Handbook indicates overall guidance for defining safety zones and th e
Airport Land Use Plan should refine those zones to address local conditions .
Specifically, Safety zones should have the four characteristics :
•Easily definable geometric shapes ;
•Realistic number of zones ;
•Distinct progression in degree of risk represented -less concentrated than in th e
zones closer to the runway ends ; an d
•Each zone should be as compact as possible
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The safety zones as currently defined in the Airport Land Use Plan and a s
described in the Dimensional Details Document are now developed in a forma t
that can be repeated in GIS . However there are several zones that do no t
represent a distinct progression in degree of risk and actually become larger i n
size as distance from the airport increases . The Dimensional Detail Document
proposes expansive safety zones which to date have not been supported b y
technical documentation that there are "local conditions" that warrant these large r
zones and are contrary to zones mapped by the State Aeronautical Handbook .
The "Maneuvering Zones" as defined in the current Airport Land Use Pla n
describes these larger zones as areas where planes fly within 500-1,000 abov e
the ground . However, the safety zones described in the Handbook include s
these operations in their description of safety zones, and the relative ris k
associated with them in their description of safety zones . The City requests tha t
the Commission consider a reconfiguration of the "Maneuvering Zones" to b e
consistent with the Caltrans Handbook Zone 4 and that the Commission conside r
the elimination of Zone S-1 c, which has no equivalent Caltrans Handbook Zone .
2.The Dimensional Details of Safety Zone document prepared by Dr . Tefft in 201 0
did not contain maneuvering zones for Runway 7-25 . The Dimensional Detai l
document recently updated by Dr . Tefft now includes a maneuvering zone tha t
has associated land use restrictions that will impact land use . The sentence
below is a quote from the 2010 document prepared by Dr . Tefft :
"No Maneuvering Zone is designated for Runway 7-25, as high terrain
discourages straight-in arrivals or straight-out departures."
The Tower operator, airport operational staff, and pilots have indicated that pilot s
use Runway 11-29 the majority of the time . When Runway 7-25 is used, th e
approach for Runway 11-29 is used . In addition, the updated Master Plan for th e
Airport indicates that this runway may be narrowed from 100' in width to 60' i n
width to accommodate placement of hangars on the south side of the runway .
Therefore Handbook zones more than adequately address the safety concern s
associated with this low activity runway . The City requests that the Commissio n
consider the use of the Handbook zones for Runway 7-25 .
3.Land use limitations associated with several of the Airport Land Use Plan safet y
zones exceed those reasonable to address risk associated with the Airport .
This is especially true for Safety Zone 2 of the Airport Land Use Plan . Density
limitations for this area - an oval that is 10,000 ft . from the sides and end of th e
runways - have unreasonable density limitations of 12 units per acre fo r
residential development and 150 persons per acre for non-residential uses . Th e
Airport Land Use Plan does contain provisions for cluster development zones an d
detailed area plans, however, these approaches are not practical in infill o r
redevelopment sites . This impacts the City's ability to focus residential infill i n
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areas of the City such as the Broad Street Corridor . The physical location of the •Broad Street area plan on the north side of intervening hills and nearly two mile saway from the airport make this restriction unreasonable . Conversely, thecomparable Handbook zone is comprised of a 6,000 ft . oval that has NO land uselimitations recommended for either residential or non-residential developmentother than suggested disclosures related to potential noise from aircraft .
The western dimension of Safety Zone 1-b for Runway 11-29 also create sconcerns. The area of the Mid-Higuera plan that envisions redevelopment of th eCaltrans site at the intersection of Madonna and S . Higuera will be hindered if th eCity must abide by a limit of 40 persons/acre for non-residential uses . Thi srestriction would preclude development of offices, motels, restaurants, and retai luses. Residential mixed use would be precluded entirely . There has been n odocumentation presented or factors that supports the size and configuration o fthis zone to address safety concerns . Again, the Handbook zones provid eadequate notification and do not recommend density restrictions to addres spotential noise issues . The City requests that the Commission conside ramending land use restrictions associated with these areas of the City .
4 . It appears that concerns regarding noise complaints are being used to develo pthe size and dimension of safety zones .
There are noise impacts associated with the airport operations . The Handboo krecognizes this issue and recommends techniques such as deed notification sregarding noise issues . The Handbook also recognizes that standar dconstruction techniques reduce interior noise to acceptable levels . The City i sconsidered an urban area and noise from the Railroad, Highway 101, local traffi cand urban living are augmented by Airport noise . This is not to say that nois eimpacts should not be addressed through land use limitations . There are area sadjacent to the airport where land use restrictions are especially appropriate .
In order to understand where noise impacts may warrant land use restrictions ,noise contours are used to identify the 60 CNEL and 65+ CNEL noise levels .The Airport Master plan mapped anticipated noise levels associated with 140,00 0operations per year in the year 2023 (The FAA's Terminal Area Forecast or TA Fprojects the maximum level of operations for the airport to only be 85,000 out t othe year 2040). These Airport Master Plan noise contours did not extend past th eidentified Handbook interior safety zones (i .e . did not go into the larger 6,000 ft .oval).
The Airport Land Use Plan, by contrast, provided an analog map of nois econtours that extended well past the interior zones, into the larger 10,000 ft . ova lS2 zone and beyond . The graphic in the plan indicates the contours were base don the "projected maximum use of the runways". City staff is still working with th eCounty staff to determine what assumptions of the equipment mix, hours o foperations and total operations were made to develop these contours . However ,it appears that the Airport Land Use Plan is projecting noise contours associate d
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• with airport operations that will not occur within the foreseeable future, if ever .
The City requests that the Commission update the noise analysis and nois econtour mapping in the Airport Land Use Plan based upon reasonabl y
foreseeable forecasts of aviation activity .
In the Airport Land Use Plan indicates that noise-associated land use restriction swere related to the desire to recognize the "quiet rural nature" environs of th eairport. While the property to the south and east is primarily agricultural in natur ewith some lower density residential development (Country Club, Rolling Hills, an dEvans Road development) immediately adjacent to the airport, the City is urba nin nature, both in its existing and proposed form . The City is recognized as a nurban city according to the US Census bureau and is the jurisdiction that qualifie sthe County as an Urban County for federal grants . The Handbook clearl yaddresses the ability of a plan to separately distinguish land use limitations fo rrural and urban environments where an airport influence area impacts both . Th eCity would request the Commission consider amending land use restrictions i nSafety Zone 2 .
City staff will continue to work with the Commission in a positive and collaborativ emanner. Again, the City is very committed to the ongoing viability of the airport an dwants to ensure that land use and development concepts reflected in our updated Lan dUse Element and Specific Plans appropriately reflect the health and safety issue s•associated with airport operations .
Thank you for the opportunity to comment. Please contact Kim Murry, Deputy Directo rof Long Range Planning with any questions that you may have regarding the issue spresented in this letter .
Sincerely ,
Jan MarxMayor
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ATTACHMENT 2
DRAF T
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
with suggested modifications for 2013
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B2-10
Attachment 1 . Dimensional Detail of Airport Safety Zones 2 - 5 of 5 3
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Prepared b y
The GIS Data Working Grou p
Airport Land Use Commission of San Luis Obispo Count y
Dustin Len o
Airport Land Use Commissione r
Terry Orto n
Airport Land Use Commissione r
Robert Tefft, M D
Airport Land Use Commissione r
Bill Robeso n
Planning Departmen t
County of San Luis Obisp o
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Contents
Page(s)
Changes in Airport Runway Configurations 1
Runway Protection Zones 2-6
Runway Protection Zone, Runway 11 2-3
Runway Protection Zone, Runway 29 4
Runway Protection Zone, Runway 7 5
Runway Protection Zone, Runway 25 6
Airport Safety Area S-la 7-1 0
Airport Safety Area S-1 a, Runway 11 7
Airport Safety Area S-la, Runway 29 8
Airport Safety Area S-1 a, Runway 7 9
Airport Safety Area S-1 a, Runway 25 1 0
Airport Safety Area S-1 b
Inner Turning Zones, Genera l
Inner Turning Zone, Runway 1 1
Inner Turning Zone, Runway 2 9
Inner Turning Zone, Runway 7
Inner Turning Zone, Runway 2 5
Sideline Zones
11-1 6
11 •1 2
1 3
1 4
1 5
1 6
Approach Zones, Runway 11 17-1 8
Approach Zones, Runway 29 1 9
Approach Zones, Runway 7 2 0
Approach Zones, Runway 25 2 1
Maneuvering Zones, Existing, Runways 11 and 29 22-2 3
Maneuvering Zones, General 24-2 7
Maneuvering Zones, Suggested, Runways 11 and 29 28-3 2
Maneuvering Zones, Runways 7 and 25 33-3 5
Airport Safety Areas S-1c and S-2 3 6
Airport Reference Points 37
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B2-1 2
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The information contained in this document is intended only t o
provide precise measurements of the Aviation Safety Zones define d
by the Airport Land Use Plan (ALUP) for the San Luis Obisp o
County Regional Airport (SBP), as last amended on May 18, 2005 .
The purpose of these data are to improve the precision with whic h
these areas are mapped and to facilitate conversion to a GI S
format .
Modifications to the configuration of the Aviation Safety Area s
depicted in Figure 3 of the Airport Land Use Plan have bee n
suggested only when :
a.)Changes in the physical layout of the Airport since the mos t
recent ALUP amendment have rendered the depiction of a n
Aviation Safety Area obsolete, o r
b.)In the context of the lower-resolution analog depiction o f
Aviation Safety Areas, an election was made to emplo y
approximations which, in the extremely precise GI S
environment, would create significant discrepancies betwee n
the text of the ALUP and the graphic representation of th e
Aviation Safety Areas .
None of the information in this document is intended to revise ,
modify, or amend any policy or provision of the Airport Land Us e
Plan for the San Luis Obispo County Regional Airport .
This material is provided for informational use only . The dat a
contained may not be used for purposes of land use planning o r
to demonstrate compatibility or incompatibility of any proposal o r
project with the Airport Land Use Plan .
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Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Changes in Airport Runway Configurations
Page 1
Revision : January 25, 2013 •
The most recent update to the Airport Master Plan for the San Luis Obispo County Regiona l
Airport (SBP) was adopted in November of 2004 . Although the Airport Land Use Plan wa s
amended in May of 2005, the configuration of the ALUP Safety Areas was not modified at tha t
time . Consequently, a number of modifications have been made or are planned with regard t o
the length, width, and location of runways that are not reflected in the current size, shape, an d
locations of the ALUP Safety Areas . The graphic depiction of the Safety Areas (Figure 3 of th e
ALUP) is, therefore, no longer consistent with the textual description of these zones .
The completed and planned modifications to runway configuration that should be addresse d
are listed in Table 1 .
Table 1 : Modifications in Runway Configuration to be Addresse d
Completed Modifications Planned (Potential) Modifications
Runway 11
• Pavement length has been extende d
800 feet to the northwes t.Runway threshold has been displace d
800 feet from end of runway
ILS glideslope to be relocated 600 fee t
to the northwest
• Runway threshold to be relocated 80 0
feet to the northwest (to end of pave -
ment)
Runway 29
• Pavement length has been extende d
500 feet to the southeast
• Runway threshold has been displace d
500 feet from end of runwa y
Runway 7
• Runway length to be extended 500 fee t
to the eas t
• Runway width to be narrowed from 10 0
feet to 60 feet
Runway 25
• Runway length has been reduced b y
760 feet
• Runway threshold has been moved 76 0
feet to the east (to current end of pave -
ment)
• Runway width to be narrowed from 10 0
feet to 60 feet
Important Note :The description of Airport Safety Area S-la provided in the legend of ALU P
Figure 3 is incomplete . For the correct description of this area, see ALUP Sections 4 .4 .3 .2 an d
4 .4 .4 .2 .
B2-14
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Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Runway Protection Zones
Page 2
Revision : January 25, 201 3
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Figure 1 :Runway Protection Zone - Runway 1 1
The RPZ currently defined by the ALU P
for Runway 11 is slightly different than th e
configuration currently certified by the FAA . Thi s
difference is intended both to protect current fligh t
operations and to accomodate a planned 1000 foo t
runway extension .
Current Configuration, RPZ, Runway 1 1
Scale : 1 inch = 1000 fee t
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Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Runway Protection Zones
Page 3
Revision : January 25, 2013 •
Figure 2 : Proposed Modificatio n
Runway Protection Zone - Runway 1 1
Although the extension of Runway 11-29 that wa s
anticipated at the time of adoption of the curren t
ALUP has been completed, the extension ha s
been constructed to an additional length of 80 0
feet, rather than the planned 1000 feet .
In addition, the ILS glide slope has not yet bee n
moved to correspond to the new runway end, an d
the runway threshold is displaced . The RPZ fo r
Runway 11, therefore, must accomodate bot h
the current and planned runway thresholds an d
glideslopes .
-Current (displaced) runway threshold
-Ultimate runway threshold
Proposed Configuration, RPZ, Runway 1 1
Scale : 1 inch = 1000 fee t
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Page 4
Revision : January 25, 201 3
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Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Runway Protection Zone s
Figure 3 : Runway Protection Zone - Runway 2 9
The RPZ defined by the ALUP for Runway 29 i s
consistent with the Airport Land Use Plannin g
Handbook of the California Department o f
Transportation, page 9-38, Example 3 .
The ALUC has determined that Runway 11-2 9
should be considered a "long general aviatio n
runway", rather than a "large air carrier runway",
because of the volume of general aviatio n
operations that utilize this runway . The standard o f
"minimal light-aircraft general aviation activity" tha t
is required for air carrier runway designation is no t
met .
Currently, Runway 29 has a 500 foot displace d
threshold . The RPZ, therefore, should b e
reconfigured to recognize both the current an d
ultimate runway ends .
875 '
Scale : 1 inch = 1000 fee t
B2-17
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Runway Protection Zone s
Figure 4 : Runway Protection Zone - Runway 7
The RPZ defined by the ALUP for Runways 7 and 25 are as depicted in the Airport Land Us e
Planning Handbook of the California Department of Transportation, page 9-38,Example 2 .
The ALUC has determined that Runway 7-25 should be considered a "short general aviatio n
runway". The runway length was recently reduced from 3260 feet to 2500 feet to alleviat e
potential traffic delays which arose because of of crossing runways .
The adopted Airport Master Plan indicates that there will be a future 500 foot increase i n
runway length to be accomplished by relocation of the threshold of Runway 7 to the west . Thi s
increase in length may also be accompanied by a reduction in runway width from 100 to 60
feet . To accomodate these changes to the Airport Master Plan, the RPZ for Runway 7 shoul d
be elongated by 500 feet, as shown below.
Page 5
Revision : January 25, 2013 •
225'
•
Current Configuration, RPZ, Runway 7
50'200'
1'125 '
1000'
Planned relocation of Runway 7 threshol d
Suggested Configuration, RPZ, Runway 7
•
Scale: 1 inch = 1000 fee t
B2-18
Page 6
Revision : January 25, 201 3
Dimensional Detail of Airport Safety Zone s
• Airport Land Use Pla nSan Luis Obispo County Regional Airpor t
Runway Protection Zone s
Figure 5 : Runway Protection Zone - Runway 2 5
The ALUP-defined RPZ for Runway 25 has not been modified since the threshold was move d
760 feet to the west . Consequently the RPZ, though of standard size and shape, is locate d
far from the runway end . As the relocation of the Runway 25 threshold is permanent, it woul d
seem appropriate to revise the ALUP to relocate the RPZ .
1960 '
960'1000'
•Current Configuration, RPZ, Runway 2 5
200'1000 '
Suggested Configuration, RPZ, Runway 2 5
•
Scale : 1 inch = 1000 feet
B2-19
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 a
Page 7
Revision : January 25,2013 •
Figure 6 : Airport Safety Area S-la - Runway 1 1
Airport Safety Area S-1 a includes the area whic h
is within 500 feet on either side of the extende d
runway centerline and is within 5000 feet of a n
existing or planned runway end . Because of th e
planned relocation of the threshold of Runway 11 ,
the related Safety Area S-la must be extended b y
800 feet .
Current (displaced) runway threshold
Ultimate runway threshol d
Proposed Configuratio n
Airport Safety Area S-la, Runway 1 1
Scale : 1 inch = 1000 feet
E H
B2-20
•
•
Page 8
Revision: January 25,201 3
Dimensional Detail of Airport Safety Zone sAirport Land Use Pla n
• San Luis Obispo County Regional Airport
Airport Safety Area S-l a
Figure 7 :Airport Safety Area S-la - Runway 2 9
Because of the 500 foot displaced threshold, Area S-l a
should be extended by 500 feet to the southeast, i norder to accommodate both the existing and ultimat e
runway end s
•
•
Scale : 1 inch =1000 fee t
B2-21
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 a
Page 9
Revision : January 25, 2013 •
Airport Safety Area S-la - Runway 7
As with the RPZ, the location of Airport Safety Area S-la should be reconfigured to reflect bot h
the existing location of the runway end and the planned change in runway length .
Figure 8: Current Configuration, Airport Safety Area S-la, Runway 7
200
Planned relocation of Runway 7 threshol d
Figure 9:Suggested Configuration, Airport Safety Area S-la, Runway 7
Scale: 1 inch = 1000 fee t
B2-22
•
•
Dimensional Detail of Airport Safety Zone sAirport Land Use Pla n• San Luis Obispo County Regional Airpor tAirport Safety Area S-1 a
Page 1 0
Revision : January 25, 201 3
•
•
Airport Safety Area S-1 a - Runway 2 5
The location of Airport Safety Area S-la should be moved to reflect the change in runwa ylength and threshold location .
3760 '
760'
>I 3000'
Figure 10 : Current Configuration, Airport Safety Area S-la, Runway 25
Figure 11 : Suggested Configuration, Airport Safety Area S-la, Runway 2 5
Scale :1 inch =1000 feet
B2-2 3
250'
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 1 1
Revision : January 25, 2013 •
Airport Safety Area S-l b
Airport Safety Area S-lb is made up of three separate components - the Inner Turning Zones ,
the Sideline Zones, and the Maneuvering Zone .
Inner Turning Zones -The shape and dimensions of the Inner Turning Zones is given o n
page 9-38 of the Airport Land Use Plannin g
Handbook of the Californi a
Department o f
Transportation, pag e
9-38, Examples 2 and 3 .
The inner Turning Zon e
may be created by swingin g
an arc of a given radius (th e
Radius) from a point that i s
a specified distance from th e
end of each runway (the Offset).
The width of the arc (to eithe r
side of the extended runway
centerline) is specified by th e
Angle . The radii and angles used i n
constructing the inner turning zone s
in Figure 3 of the current ALUP ar e
shown in the table below :
Runway Setback
(feet)
Angl e
(degrees)
Radiu s
(feet )
11 2000 20 600 0
29 2000 20 600 0
7 1500 30 300 0
25 800 30 3000
Since the adoption of the current ALUP, change s
in the actual or planned configuration of all o f
the runways at SBP have been adopted . Th e
configuration of the inner turning zones should b e
adjusted in accordance with these modifications .
•
•
Figure 1 2
B2-2 4
•
Page 1 2
Revision : January 25, 201 3
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Figure 13 : Airport Safety Area S-1 b
Inner Turning Zone, Runway 1 1
Although the planned lengthenin g
of Runway 11 has been completed ,
the runway threshold and glideslop e
have not yet been relocated . To
accommodate both the existing an d
ultimate runway configurations, th e
inner turning zone should compris e
two overlapping segments – on e
plotted from a point 2000 feet fro m
the existing runway threshold and on e
plotted from a point 2000 feet fro m
the ultimate threshold (i .e ., 1200 fee t
from the existing threshold).
Current (displaced) runway threshol d
Ultimate runway threshol d
Scale : 1 inch =2000 fee t
Proposed Configuratio n
Airport Safety Area S-l b
Inner Turning Zone,Runway 11
B2-25
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 1 3
Revision : January 25, 2013 •
Figure 14 : Airport Safety Area S-1 b
Inner Turning Zone, Runway 2 9
The current configuration of Runwa y
29 includes a displaced threshol d
located 500 feet from end of
pavement . To accommodate bot h
both departing and arriving traffic ,
the inner turning zone should includ e
segments plotted both from a poin t
2000 feet from the displaced runwa y
threshold and from a point 2000 fee t
from end of pavement .
Proposed Configuration
Airport Safety Area S-1b
Inner Turning Zone,Runway 29
•
6138 '
Scale: 1 inch = 2000 feet •
B2-26
Page 1 4
Revision : January 25,201 3
Dimensional Detail of Airport Safety Zone s
• Airport Land Use Pla nSan Luis Obispo County Regional Airpor tAirport Safety Area S-1 b
Airport Safety Area S-1 b — Inner Turning Zone, Runway 7
The current inner turning zone does not consider the planned future 500 foot lengthening o f
the pavement . The configuration should be revised as shown below.
Figure 15 : Curren t
Configuration, Inner
Turning Zone,Rwy 7
•
•
Figure 16 : Propose d
Configuration, Inner
Turning Zone,Rwy 7
Planned runway extension
Scale :1 inch =1000 fee t
B2-27
Dimensional Detail of Airport Safety Zones
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 1 5
Revision : January 25, 2013 •
Airport Safety Area S-1 b — Inner Turning Zone, Runway 2 5
The current inner turning zone is appropriate in size and shape . It should, however, b e
relocated in accord with the change in position of the runway threshold .
Figure 17:Curren t
Configuration,Inner Turning
Zone,Runway 25
•
Figure 18 : Propose d
Configuration, Inner Turnin g
Zone, Runway 2 5
Scale : 1 inch = 1000 feet
•
B2-28
•
Page 1 6
Revision : January 25, 201 3
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Figure 19 : Sideline Zones -The shape an d
dimensions of the Sideline Zones is given on pag e
9-38 of the Airport Land Use Planning Handbook o f
the California Department of Transportation, pag e
9-38, Examples 2 and 3 . Simply put, the Sidelin e
Zones include all of the area within 1000 feet of th e
centerline of Runway 11-29 or within 750 feet of th e
centerline of Runway 7-25 that is not included in th e
runway environment, the RPZ or the Inner Turnin g
Zone .
Runway Extent Widt h
(feet)(feet )
11-29 1000 200 0
7-25 750 1500
B2-2 9
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 1 7
Revision : January 25, 2013 •
Figure 20: Current Configuration, Airport Safety Area S-lb
Inner and Outer Approach Zones, Runway 1 1
Approach Zones, Runway 11 -The shap e
and dimensions of the Inner and Oute r
Approach Zones in the current ALUP ar e
as recommended on page 9-38 of th e
Airport Land Use Planning Handbook of th e
California Department of Transportation ,
page 9-38, Example 3, except that the y
were displaced 1000 feet to the northwes t
to accomodate the runway extension whic h
was in the planning stages at the time th e
ALUP was adopted .
•
•
Scale : 1 inch = 2000 feet
B2-30
•
Page 1 8
Revision : January 25, 201 3
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Figure 21 : Suggested Configuration, Airport Safety Area S-l b
Inner and Outer Approach Zones, Runway 1 1
750' 1500 '
Approach Zones, Runway 11 -As it i s
now known that the ultimate position o f
the runway threshold (and glideslope) wil l
be moved 800 feet (rather than 1000), th e
far ends of the Inner and Outer Approac h
Zones should be adjusted accordingly .
4000 '
6800 '
•
•
Scale : 1 inch = 2000 feet
B2-31
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 1 9
Revision : January 25, 2013 •
Figure 22: Proposed Configuration, Airport Safety Area S-1 b
Inner and Outer Approach Zones, Runway 29
Approach Zones, Runway 29 -The shap e
and dimensions of the Inner and Oute r
Approach Zones are as recommended o n
page 9-38 of the Airport Land Use Plannin g
Handbook of the California Department of
Transportation, page 9-38, Example 3 .
For Runway 29, however, these zones hav e
been extended by 500 feet to the southeas t
to accommodate the displaced threshold .
Scale : 1 inch = 2000 feet
B2-32
•
•
Page 2 0
Revision : January 25, 201 3
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
• San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Approach Zones, Runway 7 : Outer Approach Zone —The length of the current Inne r
and Outer Approach Zones should be extended by 500 feet to allow for the planned runwa y
extension .
Figure 23 : Current Configuration,Approach Zones,Runway 7
3500 '
•
Figure 24: Suggested Configuration, Approach Zones, Runway 7
4000'
Scale : 1 inch = 1000 fee t
•
B2-33
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 2 1
Revision : January 25, 2013 •
Scale : 1 inch = 1000 fee t
Approach Zones, Runway 2 5
Figure 25 : Current Configuration .,
Approach Zones,Runway 2 5
Figure 26 :Suggested Configuration.,
Approach Zones, Runway 25
4260'
•
•
B2-34
•
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Maneuvering Zones -"Maneuverin g
Zones" is a term coined to designate lan d
areas that are within gliding distance o f
aircraft leaving or approaching the airpor t
at altitudes of 500 feet or less . The maxi -
mum width of the Maneuvering Zone is ,
however not to be more than 1/2 nautica l
mile on either side of the extended runwa y
centerline .
In order to determine the size and shap e
this area, certain assumptions are re-
quired :
a.)Most arriving and departing aircraft
will fly on or near the extended centerlin e
of Runway 11-29 .
b.)Pilots approaching the airport wil l
adhere to a standard 3±0 .7° visual and/o r
instrument glideslope . This is equivalen t
to stating that arriving flights will not fly a n
approach shallower than 2 .3°.
c.)Departing aircraft will climb at a rat e
of 300 feet per nautical mile or greater.
(With this assumption, it is not necessar y
to consider departures in constructing th e
maneuvering zone, as arriving aircraft wil l
always be at lower altitudes .)
d.)Landing aircraft will touch down ap-
proiximately 1000 feet beyond the runwa y
threshold .
e.)Aircraft operating at the airport wil l
exhibit a 7 :1 glide ratio in the event o f
a loss of engine power . This glide rati o
is, admittedly, on the low side and man y
aircraft will be capable of exceeding thi s
figure . A conservative number was select-
ed, however, to compensate for the fac t
that most pilots will, when possible, loo k
for an emergency landing site that is clos e
Scale : 1 inch = 2000 feet
Page 2 2
Figure 27 : Current Configuration, Airport Safety Area S-l b
Maneuvering Zone,Runway 11
B2-35
Page 2 3
Revision : January 25, 2013
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
to their direction of flight, rather than mak-
ing abrupt turns .
With the above assumptions, it is obvi-
ous that the altitude of any departing o r
arriving aircraft will be at least equal to
0 .040164149 (the tangent of 2 .3 degrees )
times the distance from the spot of take -
off or landing . With a 7 :1 glide ratio, a n
aircaft without engine power can glide a
distance equal to seven times its altitude .
The Maneuvering Zone, therefore, mus t
extend for a distance of 0 .281149043 (7 x
tan[3°]) times the distance from the spot o f
takeoff or landing on either side of the ex -
tended runway centerline . The total width
of the Maneuvering Zone, then, is equa l
to 0 .562298086 (2 x 7 x tan[3°]) times th e
distance from the spot of takeoff or landing .
By taking the anti-tangent of 0 .281149043 ,
it can be determined that the lateral bor-
ders of the Maneuvering Zone will intersec t
the runway center line at an angle of ap-
proximately 15 .70 degrees .
Dividing 500 by 0 .040164149, it can als o
be calculated that the area in which aircraft
actually operate at or below 500 feet of alti-
tude extends 12,448 .9 feet from the takeoff
or landing zone .
By simple subtraction, it can be seen tha t
the Maneuvering Zone extends for 11,44 9
feet from the end of Runway 29 . Becaus e
of the planned extension of Runway 11, th e
Maneuvering Zone was extended 11,44 9
feet from the ultimate runway end, whic h
was equal to 12,449 feet from the then-ex-
isting threshold .
It should be noted that, in drawing Figure 3
of tha ALUP, the boundaries of the Maneu-
vering Zones were smoothed considerabl y
and intentionally.
1/2 nm =3038 '
Figure 28 : Current Configuration,Safety Area S-l b
Maneuvering Zone,Runway 29
•
B2-36
•
•
•
Page 2 4
Revision : January 25,201 3
Inconsistency Between Textual Description of the Maneuvering Zones and Depiction o f
These Zones in Figure 3 of the ALU P
Use of inappropriate formula to calculate width of the maneuvering zones -In construct-
ing the existing Figure 3 of the ALUP, it was correctly posited that the altitude of any aircraft
approaching to land could be determined by the formula :
h = d x tan(A 9s )
Where : h = altitude of aircraft above touchdown zone elevation ,
d = distance of aircraft from touchdown zone along runway centerline, an d
A 9s = vertical angle of approac h
It was then determined that the distance that, given a 7 :1 glide ratio for a disabled aircraft, th e
lateral extent of the maneuvering zone to either side of the extended runway centerline woul d
be given by the expression :
W = 7h = 7 x [d x tan(A gs )]
Where : W = lateral extent of maneuvering zon e
The application of these formulae resulted in Maneuvering Zones with the following genera l
configuration :
Figure 2 9
To appreciate why this approach is faulty, it is only necessary to remember that a 7 :1 glide rati o
means that an aircraft at a given altitude can glide for a distance of seven times that altitud e
in any direction before contacting the ground . An aircraft that is a distance,d,from the touch-
down zone, therefore can glide a distance of 7h,or 7 x [d x tan(A 9s )], in any direction . This may
be depicted as shown below :
B2-37
Page 25
Revision : January 25,201 3
Figure 3 0
As can be seen above, the area of potential off-airport landing sites available to the pilot o f
a disabled aircraft is a circle with a radius of 7h (the "maneuvering circle"). Consequently, i f
such an aircraft does not fly perpendicular to the extended runway centerline, it may fly beyon d
the width of the Maneuvering Zone, as currently depicted in the ALUP, before impacting th e
surface . The disparity between the previously-calculated and actual Maneuvering Zones i s
relatively small and was insignificant with the level of precision available at the time the mos t
recent amendment to the ALUP was adopted . In progressing to GIS mapping, however, it i s
desirable to eliminate this approximation .
Since the lateral border of the Maneuvering Zone will be a tangent to the circle of all possibl e
landing sites, the angle between the lateral border and the radius of the circle at point P wil l
90°. The extended runway centerline, the lateral border of the Maneuvering Zone, and th e
radius of the maneuvering circle, therefore, form a right triangle . Since the distance alon g
the extended runway centerline (d)and the radius of the maneuvering circle (7h, or 7 x [d x
tan(A gs )]) are known, the angle between the lateral border of the Maneuvering Zone is given b y
the following :
Amz = sine-'(7h/d) = sine-'{[7 x d x tan(A 95 )])/d} = sine-'[7 x tan(A g )]
Where :if = altitude of aircraft above touchdown zone elevation ,
d = distance of aircraft from touchdown zone along runway centerline, an d
Ags = vertical angle of approac h
A mz = angle between RW centerline and lateral border of Maneuvering Zon e
The correct formula, then, for the lateral extent of the Maneuvering Zone from the extende d
runway centerline at any distance (d) from the touchdown zone is :
w = d x tan(A mz )= d x tan[sine-'(7h/d)] = d x tan[[sine-'{(7 x [d x tan(Ags)]))/d}]]
B2-38
•
•
•
•
Page 2 6
Revision:January 25, 201 3
Generalized Configuration of Maneuverin g
Zone s
Abbreviation s
The table provided in this section provide s
specifications which can be used to construc t
the configuration of Maneuvering Zones for SBP .
Abbreviations are as follow :
Constants t a ?,
A gs The vertical angle of descent of aircraf t
approaching to land on the runwa y
Wsg Horizontal angle between outer edge o f
glideslope and runway centerlin e
A m The horizontal angle between the runwa y
centerline and the lateral border of th e
Maneuvering Zon e
D a Distance from the touchdown zone to th e
(existing operational) runway en d
D b Distance from the touchdown zone to the poin t
at which the Maneuvering Zone reaches it s
maximum width
D a Distance from the touchdown zone to the poin t
at which the altitude of aircraft on approach i s
>500 feet
D d Additional length which must be added to th e
Maneuvering Zone to accommodate planne d
modifications of runway or glideslop e
Wm),Maximum width of Maneuvering Zon e
Calculated value s
h Altitude of aircraft (above TDZE) at distance d
from touchdown zon e
W Lateral extent of Maneuvering Zone (from
extended runway centerline) at distance d fro m
touchdown zon e
2W Width of Maneuvering Zone at distance d fro m
touchdown zone
Figure 3 0
B2-3 9
Page 2 7
Revision :January 25,201 3
Table 2 : Generalized Configuration of Maneuvering Zone s
Specification s
The table below provides numerical specifications which can be used to construct th e
configuration of Maneuvering Zones for SBP . Distances have been rounded to the neares t
tenths of a foot .
°
~e a ~e ~m a .w .iatIon f
2unwaf ~6 Ydf,
Oe ®~e a 't a ~e a
Constants ..;..,,;....;,
A 95 3 .0±0 .7°3 .0±0 .7°?3 .0°?3 .0°3 .0±0 .7°3 .0±0 .7°3 .0±0 .7°3 .0±0 .7 °
Wsg n/a 3 .0°n/a 5 .0°n/a 5 .0°n/a 5 .0 °
A ,°s 16.32879514°19.32879514°21 .52175368°26 .52175368°16.32879514°21 .32879514°16 .32879514°21 .32879514°
D a 800 ft .500 ft.500 ft .500 ft .
D,10370 ft .8661 ft .7704 ft .6088 ft .6076 ft.6076 ft .6076 ft .6076 ft .
D o 12449 ft .9541 ft.6576 ft .6576 ft .
D d 600 ft .500 ft.500 ft .'Oft .
W m .,3038 ft .3038 ft .1780 .1 ft .2372 .5 ft .1780 .1 ft .2372 .5 ft .
Calculated values
h 0 .04016414942 0 .0524077794 2 0 .040164149ch 0 .04016414942
W 0 .292966d 0 .350759d 0 .394349d 0 .499056d 0 .292966d 0 .390462d 0 .292966d 0 .390462 d
2W 0 .585932d 0 .701518d 0 .788698d 0 .998112d 0 .585932d 0 .780924d 0 .585932d 0 .780924 d
The shape of the area to be added is not rectangular. See specific comments regarding Rwy 7
2 d = Distance from touchdown zone (in feet) along extended runway centerline
•
•
•
•
Page 2 8
Revision : January 25, 201 3
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-l b
Suggested Configuration o f
Maneuvering Zone for Runway 1 1
Option 1
Although the extension of Runway 11-600'
29 has been completed, the runwa y
threshold and glideslope have not ye t
been moved to their ultimate locations .2079'
This requires that 600 feet be added t o
the distal end of the Maneuvering Zone .
The proximal end of this area is plotte d
from the current Touchdown Zon e
(TDZ).
The proposed configuration corrects tw o
inaccuracies that are incorporated into
the current ALUP :
a.)The TDZ is 800 feet from th e
displaced threshold, rather than th e
1000 feet previously assume d
b.)The runway extension originall y
planned to be 1000 feet was actuall y
constructed at 800 feet .9570 '
It should be noted that, in Figure 3 o f
the ALUP, the angulations in the latera l
borders of the Maneuvering Zone a t
9206 feet from the runway end were
intentionally omitted . In the analo g
environment, these features were
barely discernible, and their omissio n
was judged to represent an acceptabl e
approximation . For GIS plottin g
purposes, however, they have bee n
included and located .
Figure 31 :Suggested Configuration, Airport Safety Area S-l b
Maneuvering Zone,Runway 11 : Option 1
Scale : 1 inch = 2000 feet
1/2 nm = 3038'
B2-41
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 2 9
Revision : January 25, 201 3
Suggested Configuration o f
Maneuvering Zone for Runway 1 1
Option 2
An additional inconsistency currently 600 '
exists between the verbal descriptio n
of Airport Safety Area S-lb and ALU P
Figure 3, arising from the fact that ,
when Figure 3 was created, the IL S
approach was considered to have no 3788'
width .
This would be equivalent to depictin g
Higuera Street as a single line ...
adequate, perhaps, for road maps an d
other low resolution applications, bu t
less desireable for GIS-level precision .
In reality, the ILS approach course fo r
Runway 11 is 6 degrees in width . Thi s
is depicted by the yellow shading i n
the figure at right . Aircraft can an d
do operate anywhere within this are a
during approaches in low-visibilit y
conditions .
Eliminating the approximation utilized 786 1
in the original construction of Figure 3
results in the configuration shown .
Figure 32 : Suggested Configuration, Airport Safety Area S-l b
Maneuvering Zone,Runway 11 : Option 2
Scale: 1 inch = 2000 feet
•
B2-42
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 30
Revision : January 25, 201 3
•
Suggested Configuration of Maneuvering Zone for Runway 29 : Option 1
There is no existing instrument approach to Runway 29 that allows aircraft to descend belo w
500 feet in poor visibility .
In addition, because of high terrain in the vicinity, the visual approach slope indicator (VAST) i s
set to 3 .25°, rather than the 3 .0° for Runway 11 .
Unlike an ILS approach course, the VASI glide slope does not have a vertical dimension o r
"thickness". The VAST merely defines a single two dimensional plane with a slope of 3 .25°.
This plane definbes the lowest altitude at which pilots approaching Runway 29 may legally fly,
but there is no upper limit on altitude .
While the altitude of aircraft approaching with VAST guidance will be variable, FAA regulation s
require that pilots remain at or above the VASI guideslope altitude when landing at a controlle d
airport . The VASI defines the lowest altitude at which pilots approaching Runway 29 ma y
legally fly,but there is no upper limit .
In addition, the guideslope of the RNAV approach is 3 .47°. While it is not legal to descend o n
the GPS guideslope below 1040 feet MSL in poor visibility, many pilots will continue to use thi s
as an aid during visual approaches in clear weather .
It appears unlikely, then, that many pilots will fly visual approaches below 3 .0°, even allowin g
for transient penetrations of the VAST glideslope . Since the tangent of 3 .00° is 0 .05240777928 ,
the length of the Maneuvering Area is 500= 0 .05240777928, or 9541 feet from the touchdow n
zone . An additional 500 feet must then be added for eventual possoble relocation of th e
displaced threshold, for a total length of 10,041 feet . The lateral extent of the Maneuverin g
Area (measured from the extended runway centerline) at any point is equal to [distance fro m
the touchdown zone x 7 x 0 .05240777928], to a maximum of 3038 feet . The sides of th e
Maneuvering Area intersect the runway centerline at an angle equal to the anti-tangent o f
[3038=8281], or approximately 20 .15°.
•
B2-43
Figure 33 :Suggested Configuration, Airport Safety
Area S-lb Maneuvering Zone,Runway 29 : Option 1
Scale : 1 inch = 2000 feet
•
B2-44
•
Page 3 2
Revision : January 25, 201 3
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Suggested Configuration o f
Maneuvering Zone for Runway 29 :
Option 2
As with Runway 11, the curren t
depiction of the Maneuvering Area fo r
Runway 29 is flawed by the assumptio n
that all aircraft will fly approache s
exactly along the extended runwa y
centerline . For Runway 29, thi s
assumption is especially problematic .
The majority of approaches to Runwa y
29 are not "straight in", but downwin d
or crosswind approaches . In thes e
circumstances, the pilot does hav e
the luxury of an extended distanc e
to align the aircraft with the runway .
The aircraft must, instead, be turne d
90° onto the centerline in relativ e
close proximity to the airport . If th e
turn is a bit wide or a bit too sharp ,
the aircraft may end up well off of th e
desired approach course . Additionally,
approximately 38% of operations a t
SBP are local . A high percentage o f
these are student pilots practicin g
take-offs and landing in the left close d
traffic pattern for Runway 29 . Due to
a lack of experience, the likelihoo d
of imprecise tracking of the extende d
runway centerline is high .
The VAST glide slope provides vertica l
guidance over an arc that extends 10 °
on either side of the runway centerline .
It seems unlikely, however, that man y
pilots will fly at the outside limit of th e
VASI . Even in the somewhat mor e
relaxed VFR environment a wedg e
extending 5° on either side of th e
extended runway centerline (yellow -
shaded area) should be adequate to Figure 34:Suggested Configuration, Airport Safety Area S-l b
capture most operations .Maneuvering Zone,Runway 29: Option 2
B2-45
Dimensional Detail of Airport Safety Zone sAirport Land Use Pla n
San Luis Obispo County Regional Airpor tAirport Safety Area S-1 b
Page 3 3
Revision : January 25, 201 3
Airport Safety Area S-1 b — Maneuvering Area, Runways 7 and 2 5Current Configuratio n
Runway 7-25 provides neither electronic nor visual glideslope information for pilot sapproaching to land . In constructing the Maneuvering Zone for these runways, it is assumed ,therefore, that pilots will adhere to the usual 3 .0±0 .7° glideslope . As this is a relatively shor t
runway without TDZ markings, it is also assumed that pilots will attempt to land within 500 fee tof the runway threshold . A literal application of these principles would result in a Maneuverin g
Zone similar to that previously illustrated for Runway 11, extending more than 12,000 fee tfrom the runway threshold . In adopting the 2002, 2004, and 2005 amendments to the ALUP ,
however, the Airport Land Use Commission recognized that the use of Runway 7-25 i sdistinctive from Runway 11-29 in several respects :
a.)Runway 7-25 serves primarily as a "crosswind" resource that allows aircraft to lan dwhen wind conditions are hazardous for landing on Runway 11-29 or when Runway 11 -
29 is out of service .
b.)The service volume of Runway 7-25 is relatively low .
c.)Due to high terrain to the east and west, "straight-in" approaches or departures fro mRunway 7-25 are rare . Virtually all aircraft departing from or approaching to these •runways will adhere to the standard traffic pattern for Runway 11-29 to the greates tdegree possible .
In light of these considerations, the ALUC elected to restrict the Maneuvering Zones fo r
Runways 7 and 25 to those areas where aircraft operate at or below 500 feet altitude and ar ewithin one nautical mile (6076 .116 feet) on the extended runway centerline of an existing o rplanned runway threshold . The 1 nm . limitation on the Maneuvering Zones for Runways 7 an d25 was reflected in Figure 3 of the currently-adopted ALUP, but was inadvertently omitted fro mthe textual description of Aviation Safety Area S-1 b .
Figure 35 : Current Configuration, Airport Safety Area S-lb — Maneuvering Zone,Runway 7
•
Scale : 1 inch = 2000 fee t
B2-46
•
Page 34
Revision : January 25, 201 3
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Figure 36 : Airport Safety Area S-1 b — Maneuvering Area, Runways 7 and 2 5
Proposed Configuration : Option 1
As discussed with regard to Runways 11 and 29, the minimal modification to the Maneuverin g
Area for Runway 7 would be to simply address the changes that have been made to the Airpor t
Master Plan and correct the width of the zone . This would entail extending the Maneuverin g
Zone by 500' to the west (as shown) to allow for the planned runway extension .
6576'500'
Scale : 1 inch = 2000 fee t•
Figure 37 : Airport Safety Area S-1 b — Maneuvering Area, Runways 7 and 2 5
Proposed Configuration : Option 2
In addition, the Commission may wish to modify the shape of the Maneuvering Zone t o
accomodate the width of the visual approach path . The figure below illustrates the change s
that would need to be made to be consistent with an approach path extending 5° to either sid e
of the extended runway centerline .
6576'500 '
5136'
Scale : 1 inch = 2000 fee t
•
B2-47
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Page 3 5
Revision : January 25, 201 3
Figure 38 : Airport Safety Area S-1 b – Maneuvering Area, Runway 2 5
Current Configuratio n
As with the other safety areas associated with Runway 25, the Maneuvering Zone has no t
been reconfigured since the runway was shortened . Consequently, while the shape an d
dimensions of this Maneuvering Area are appropriate, the location is 760 feet to the east of it s
correct position :
•
Scale : 1 inch = 2000 feet
Figure 39 : Airport Safety Area S-lb – Maneuvering Area, Runway 2 5
Proposed Configuration : Option 1
At a minimum, the Maneuvering Zone should be repositioned to be consistent with the presen t
location of the runway threshold and its width should be recalculated :
Scale : 1 inch = 2000 feet
B2-48
•
•
Page 3 6
Revision : January 25, 201 3
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Area S-1 b
Figure 40 : Airport Safety Area S-1 b — Maneuvering Area, Runway 2 5
Proposed Configuration : Option 2
The Commission may also wish to consider modification to incorporate the width of th e
approach course . This would eliminate the presumption that all aircraft approach the runwa y
precisely along the extended runway centerline, which is not realistically accurate in real-worl d
aviation operations .
•
Scale : 1 inch = 2000 fee t
•
B2-49
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Safety Areas S-1 c and S-2
Page 3 7
Revision : January 25, 201 3
Airport Safety Area S-1 c
Current Configuratio n
The outer border of Airport Safety Area S-1 c is currently rectangular in shape . As depicted i n
Figure 3 of the ALUP, it is approximately 27,755 feet (4 .58 nautical miles) in length and 1 nauti-
cal mile (6076 .115 feet) in width . The long sides of the rectangle are parallel to and 1/2 n m
from the extended runway centerline, while the short sides are located 11,635 feet northwes t
of the displaced threshold of Runway 11 and 10,020 feet southeast of the displaced threshol d
of Runway 29 . Excluded from Area S-1 c are the airport property itself, the Runway Protectio n
Zones, and Areas S-1 a and S-1 b .
Proposed Configuratio n
The eventual extent of Airport Safety Area S-1c will depend on the options adopted for definin g
the Maneuvering Areas for each of the runways at SBP. From a practical perspective, Safet y
Area S-1 c can be defined as the union of :
a.)A rectangle constructed by connecting the most distant corners of the Maneuverin g
Areas for Runways 11 and 29, wit h
b.)A rectangle which extends, in width, 1/2 nautical mile on either side of the extende d
centerline of Runway 7-25 and which extends, in length, 6076 .115 feet from the en d
of Runway 25 and 6576 .115 feet from the end of Runway 7 .
Airport Safety Area S-2
Current Configuratio n
Airport Safety Area S-2 comprises all property within the Airport Land Use Planning Area that i s
not otherwise designated (as airport property, the Runway Protection Zone, Areas S-1 a, Are a
S-1 b, or Area S-1 c).
Proposed Configuratio n
Due to the irregular shape of the Airport Land Use Planning Area, it is not possible to provide a
mathematical definition for Safety Area S-2 .
B2-50
•
•
•
Dimensional Detail of Airport Safety Zone s
Airport Land Use Pla n
San Luis Obispo County Regional Airpor t
Airport Reference Points
Page 38
Revision : January 25, 201 3
•
•
The following information is taken from the Airport Master Plan for the San Luis Obispo Count y
Regional Airport, Final Draft, dated November, 2004 . The aviation safety areas defined in thi s
document are plotted from the center of the operational ends of each runwa y
a.)For Runways 11 and 29, the operational runway ends are defined as the displace d
thresholds .
b.)For Runways 7 and 25, the operational runway ends are defined as the pavement ends .
The diagrams and figures provided with respect to the location and dimensions of the variou s
Aviation Safety Areas are consistent with these reference points .
Reference Point Latitude Longitude
Centerline, End of Runway 11 35°14' 27 .4400"120°38'50 .5000 "
Centerline, End of Runway 29 35°14' 00 .3600"120°38'02 .9700 "
Centerline, End of Runway 7 35°14' 12 .6762"120°39'00 .9473 "
Centerline, End of Runway 25 35°14' 12 .7701"120°38'30 .8163"
B2-5 1
Attachment 3
Overview Map s
Com•arison M a
Ity Limi t
C,altrans Handbook Zones ;
Existing ALUP Ma p
.Dimensional Document Areas
1 6
•
•
Runway 11 Approach/Departure Are a
Comparison Map
B2-53
Runway 7 Approach/Departure Are a
Comparison Map
•
COUNCIL MEETING :./g/3
ITEM NO .:Vq -„?
From:Manx, Ja n
Sent Tuesday, March 19, 2013 2 :56 PM
To:'David Cox'; Smith, Kathy, Carpenter, Dan ; Ashbaugh, Joh n
Cc Lichtig, Katie ; Grimes, Maeve
Subject :RE : Agenda Item B-2
Thank you for your input on this important issue, Dave . By this email, I request our city clerk post your email on the cit y
website as Agenda Correspondence for this evening's city council meeting .
All the Best,
Ja n
From :David Cox [mailto :david .cox93evahoo.com]
Sent:Tuesday, March 19, 2013 2 :36 P M
To : Marx, Jan ; Smith, Kathy ; Carpenter, Dan ; Ashbaugh, Joh n
Subject:Agenda Item B-2
Madam Mayor and Council Members ,
This email is in response to item B-2 on tonight's council agenda . While this is the council's first look a t
proposed changes to the Airport Land Use Plan, it is extremely important that the city critically review propose d
changes keeping in mind its long term economic health, and closely examining elements of the proposal tha t
could very possibly negatively impact residential and commercial growth currently envisioned for the souther n
ton of our city .
We all want a safe and efficiently run airport . A sensible approach balancing safety and economic developmen t
is the only reasonable outcome of a revised plan . I urge you to avoid revised safety standards that exceed FA A
regulation and reasonable approach.
Thank you ,
David Co x
1659 Frambuesa Driv e
San Luis Obispo, C A
Grimes, Maeve
RECEIVE D
MAR 19 201 3
SLO CITY CLERK
City of san Luis oBlsp o
OFFICE OF THE CITY COUNCI L
990 Palm Street ■ San Luis Obispo, CA 93401-3249 ■ 805/781-711 9
March 20, 201 3
Airport Land Use Commissio n
do County Government Cente r
San Luis Obispo CA 9340 8
SUBJECT : Update of Airport Land Use Pla n
Chairman Oxborrow and Members of the Airport Land Use Commission :
The City of San Luis Obispo applauds the Commission's efforts to update the Airpor t
Land Use Plan and provide updated maps in GIS format to enable accurateidentification of the safety zones . The Council understands that the Commission i s
charged with the important task of protecting the health and safety of City and Count yresidents from airport hazards . To that end, our City staff has been collaborating ove r
the years with the Commission in an effort to understand the concerns of th e
Commission regarding aviation hazards and will continue to collaborate with th e
Commission in this upcoming update process . The City is committed to ensuring tha t
the airport continues to be a viable, safe, and vital part of our community .
Since airport land use planning is a highly technical endeavor, the City retained Johnso n
Aviation to support the effort to accurately map the safety zone configurations, nois econtours, and local conditions associated with the San Luis Obispo County Regiona lAirport. In addition, City staff has coordinated this effort with Airport Land Us e
Commission staff who has been involved in airport planning for over 25 years, and wit h
the Caltrans Division of Aeronautics staff to understand the role of the California Airport
Land Use Planning Handbook (Handbook) as a reference and guide to both formatio n
and update of Airport Land Use Plans .
After consultation with airport planning professionals and state staff, the City of San Lui s
Obispo has concerns and would respectfully ask that the Commission consider th e
following input as the project description is defined for the update process .
1 . The Handbook indicates overall guidance for defining safety zones and th e
Airport Land Use Plan should refine those zones to address local conditions .
city of san luis oBtsp o
Specifically, Safety zones should have the four characteristics :
•Easily definable geometric shapes ;
•Realistic number of zones ;
•Distinct progression in degree of risk represented -less concentrated than i n
the zones closer to the runway ends ; an d
•Each zone should be as compact as possibl e
The safety zones as currently defined in the Airport Land Use Plan and a s
described in the Dimensional Details Document are now developed in a forma t
that can be repeated in GIS . However there are several zones that do no t
represent a distinct progression in degree of risk and actually become larger i n
size as distance from the airport increases . The Dimensional Detail Documen t
proposes expansive safety zones which to date have not been supported b y
technical documentation that there are "local conditions" that warrant these large r
zones and are contrary to zones mapped by the State Aeronautical Handbook .
The "Maneuvering Zones" as defined in the current Airport Land Use Pla n
describes these larger zones as areas where planes fly within 500-1,000 abov e
the ground . However, the safety zones described in the Handbook include s
these operations in their description of safety zones, and the relative ris k
associated with them in their description of safety zones . The City requests tha t
the Commission consider a reconfiguration of the "Maneuvering Zones" to b e
consistent with the Caltrans Handbook Zone 4 and that the Commission conside r
the elimination of Zone S-1 c, which has no equivalent Caltrans Handbook Zone .
2.The Dimensional Details of Safety Zone document prepared by Dr . Tefft in 201 0
did not contain maneuvering zones for Runway 7-25 . The Dimensional Detai l
document recently updated by Dr . Tefft now includes a maneuvering zone tha t
has associated land use restrictions that will impact land use . The sentenc e
below is a quote from the 2010 document prepared by Dr . Tefft :
"No Maneuvering Zone is designated for Runway 7-25, as high terrai n
discourages straight-in arrivals or straight-out departures."
The Tower operator, airport operational staff, and pilots have indicated that pilot s
use Runway 11-29 the majority of the time . When Runway 7-25 is used, th e
approach for Runway 11-29 is used . In addition, the updated Master Plan for th e
Airport indicates that this runway may be narrowed from 100' in width to 60' i n
width to accommodate placement of hangars on the south side of the runway .
Therefore Handbook zones more than adequately address the safety concern s
associated with this low activity runway . The City requests that the Commissio n
consider the use of the Handbook zones for Runway 7-25 .
3.Land use limitations associated with several of the Airport Land Use Plan safet y
zones exceed those reasonable to address risk associated with the Airport .
2
city of san tuts osispo
This is especially true for Safety Zone 2 of the Airport Land Use Plan . Density
limitations for this area - an oval that is 10,000 ft . from the sides and end of th e
runways - have unreasonable density limitations of 12 units per acre fo r
residential development and 150 persons per acre for non-residential uses . The
Airport Land Use Plan does contain provisions for cluster development zones an d
detailed area plans, however, these approaches are not practical in infill o r
redevelopment sites . This impacts the City's ability to focus residential infill i n
areas of the City such as the Broad Street Corridor . The physical location of th e
Broad Street area plan on the north side of intervening hills and nearly two mile s
away from the airport make this restriction unreasonable . Conversely, the
comparable Handbook zone is comprised of a 6,000 ft. oval that has NO land us e
limitations recommended for either residential or non-residential developmen t
other than suggested disclosures related to potential noise from aircraft .
The western dimension of Safety Zone 1-b for Runway 11-29 also create s
concerns . The area of the Mid-Higuera plan that envisions redevelopment of th e
Caltrans site at the intersection of Madonna and S . Higuera will be hindered if th e
City must abide by a limit of 40 persons/acre for non-residential uses . Thi s
restriction would preclude development of offices, motels, restaurants, and retai l
uses . Residential mixed use would be precluded entirely . There has been no
documentation presented or factors that supports the size and configuration of
this zone to address safety concerns . Again, the Handbook zones provid e
adequate notification and do not recommend density restrictions to addres s
potential noise issues . The City requests that the Commission conside r
amending land use restrictions associated with these areas of the City .
4 . It appears that concerns regarding noise complaints are being used to develo p
the size and dimension of safety zones .
There are noise impacts associated with the airport operations . The Handboo k
recognizes this issue and recommends techniques such as deed notification s
regarding noise issues . The Handbook also recognizes that standar d
construction techniques reduce interior noise to acceptable levels . The City i s
considered an urban area and noise from the Railroad, Highway 101, local traffi c
and urban living are augmented by Airport noise . This is not to say that nois e
impacts should not be addressed through land use limitations . There are area s
adjacent to the airport where land use restrictions are especially appropriate .
In order to understand where noise impacts may warrant land use restrictions ,
noise contours are used to identify the 60 CNEL and 65+ CNEL noise levels .
The Airport Master plan mapped anticipated noise levels associated with 140,00 0
operations per year in the year 2023 (The FAA's Terminal Area Forecast or TA F
projects the maximum level of operations for the airport to only be 85,000 out t o
the year 2040). These Airport Master Plan noise contours did not extend past th e
identified Handbook interior safety zones (i .e . did not go into the larger 6,000 ft .
oval).
3
City of sail luls OBISPO
The Airport Land Use Plan, by contrast, provided an analog map of nois e
contours that extended well past the interior zones, into the larger 10,000 ft . ova l
S2 zone and beyond . The graphic in the plan indicates the contours were base d
on the "projected maximum use of the runways". City staff is still working with th e
County staff to determine what assumptions of the equipment mix, hours o f
operations and total operations were made to develop these contours . However ,
it appears that the Airport Land Use Plan is projecting noise contours associate d
with airport operations that will not occur within the foreseeable future, if ever .
The City requests that the Commission update the noise analysis and nois e
contour mapping in the Airport Land Use Plan based upon reasonabl y
foreseeable forecasts of aviation activity .
The Airport Land Use Plan indicates that noise-associated land use restriction s
were related to the desire to recognize the "quiet rural nature" environs of th eairport. While the property to the south and east is primarily agricultural in natur e
with some lower density residential development (Country Club, Rolling Hills, an d
Evans Road development) immediately adjacent to the airport, the City is urba n
in nature, both in its existing and proposed form . The City is recognized as a n
urban city according to the US Census bureau and is the jurisdiction that qualifie s
the County as an Urban County for federal grants . The Handbook clearl y
addresses the ability of a plan to separately distinguish land use limitations fo r
rural and urban environments where an airport influence area impacts both . Th e
City would request the Commission consider amending land use restrictions i nSafety Zone 2 .
City staff will continue to work with the Commission in a positive and collaborativ emanner. Again, the City is very committed to the ongoing viability of the airport which i s
crucial to the economic vitality of the City and the region as a whole . The City wants t o
ensure that land use and development concepts in our updated Land Use Element an d
Specific Plans appropriately reflect the health and safety issues associated with airpor toperations
Thank you for the opportunity to comment . Please contact Kim Murry, Deputy Directo r
of Long Range Planning with any questions that you may have regarding the issue spresented in this letter .
Sincerely,
4