HomeMy WebLinkAboutAirport Site Selection/Master Plan Study 11/1984I
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AIRPORT SITE SELECTION REPORT
AIRPORT SITE SELECTION/MASTER PLAN STUDY
FOR TOWN OF SOUTHOLD, NEW YORK
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Prepared by:
PRC ENGINEERING, INC.
3003 New Hyde Park Road
Lake Success, New York 11042
AND
ENVIRONMENTAL SCIENCE AND ENGINEERING, INC.
5406 Hoover Boulevard, Suite D
Airport Service Center
Tampa, Florida 33614
November 1984
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TABLE OF CONTENTS
Section
1.0 INTRODUCTION
2.0 PRELIMINARY SCREENING
2.1 SITE i
2.2 SITE 2
2.3 SITE 3
2.4 SITE 4
2.5 SITE 5
2.6 SITE 6
2.7 SITE 7
2.8 SITE 8
2.9 SITE 9
2.10 SITE 10
2.11 SITE 11
2.12
2.13
SITE 12
CONCLUSIONS OF PRELIMINARY SCREENING
3.0 FINAL EVALUATION
3.1 SITE 2
3.2 SITE 3
3.3 SITE 5
3.4 SITE 6
4.0 I~COMMENDATIONS
APPENDIX A
APPENDIX B
SOUTHHOLD84-DT.1/TOC.1
11/19/84
Pa~e
1-1
2-1
2-1
2-1
2-2
2-2
2-3
2-3
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2-4
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2-5
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2-6
2-6
3-1
3-1
3-5
3-9
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SOUTHHOLD84-DT.1/SOUTHOLDi.i
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1.0 INTRODUCTION
The Phase 1 Report identified the general spacing, sizing, and facility
attributes which are to be used as broad overall criteria or goals for
airport development in the Town of Southold. Twelve (12) sites through-
out the Town were identified as candidate airport sites. These twelve
sites are depicted in Figure 1-1 and are designated with number identi-
fiers. A number of these candidate sites were previously considered as
potential airport sites in earlier planning studies. Some additional
sites have been included in this initial listing of candidate airport
sites so as to not preclude any site that may prove feasible. All of
the sites shown in Figure i-1 conform as closely as possible to docu-
mented parcel boundary lines.
The next step is a determination of all potential sites which could
conceivably support an aviation facility. Each site is systematically
reviewed in this report. In considering each location, its physical
characteristics, environmental constraints, location with respect to
neighboring sensitive uses, as well as ability to satisfy the target
goals established in the facility requirements analysis were taken into
account. The purpose is to eliminate those sites which unavoidably
compromise one or more of the practical criteria which must be applied.
This process is both judgmental as well as analytical. Its outcome is a
reduced number of practical potential sites which can then be considered
in detail to determine one or more sites which may ultimately accommo-
date aviation activity now through the end of the planning period. In
summary, this phase of the investigation will refine the available range
of sites by eliminating those which are obviously undesirable relative
to others potentially available so that detailed comparisons can be made
between the most promising sites.
Experience has shown that environmental impacts resulting from aircraft
operations are important in determining whether any airport at all is
acceptable in a specific region or township. This is particularly true
in areas such as Southold where the overall level of environmental
quality is high and the public at large is dedicated to its protection.
Frequently, the overriding issue is aircraft generated noise. Clearly,
1-1
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FIGURE 1-1
INCLUDED IN A LARGE-SCALE GRAPHIC
IN THIS REPORT
(see back cover of this report)
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SOUTHHOLD$4-DT.1/SOUTHOLD1.2
11/19/84
it is desirable to direct aircraft traffic away from the more heavily
populated community areas. To further ensure that the potential airport
is environmentally compatible, a preliminary noise analysis using the
Day Night Average Sound Level methodology, the single federally desig-
nated system for conducting aircraft noise measurements, was accomplish-
ed. The results of this analysis indicate that due to the modest level
of traffic and the fact that only small aircraft will be accommodated at
the airport, significant cumulative noise impacts are confined to the
airport site and land holdings, provided that sufficient acreage as
determined under facility requirements is actually acquired.
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SOUTHHOLD84-DT.I/SOUTHOLD1.3
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2.0 PRELIMINARY SCREENING
In order to reduce the number of candidate airport sites to a manageable
number, a preliminary screening process will serve to eliminate specific
sites which are clearly unfeasible. Included among the reasons for
eliminating sites are: parcel not of adequate size; incorrect orienta-
tion for runway; obvious off-airport conflicts; and availability of
land. It is hoped that this preliminary screening will be able to
eliminate the majority of the candidate sites, leaving three or four of
the most feasible sites for further detailed evaluation.
2.1 SITE 1
Site 1 is the existing public-use airport in the Town of Southold,
Mattituck Airport. This facility is a privately-owned airport that is
opened to the public on a limited basis. It consists of some 18 acres
and a 2,200-foot paved runway. Mattituck Airport is surrounded on all
sides by development and as such the possibility of extending the runway
to meet the needs of the proposed Southold Airport (3,600 feet) is
unlikely. In addition, the overall size of the parcel is considered
much too small for Southold's needs. For these reasons it is believed
that development of Mattituck Airport as the Tpwn-owned facility is not
practical. Thus, it will not be considered further in the site selec-
tion study.
2.2 SITE 2
Site 2 is located north of Oregon Road at the northwest corner of Alvahs
Lane. It was previously recommended as the Town's airport site in a
study conducted by the New York State Department of Transportation
(NYSDOT). It consists of four parcels of land, three of which are on
the north side of Oregon Road. The fourth parcel, which covers 54.6
acres is on the south side of Oregon Road and the west side of Alvahs
Lane. The four parcels combined cover an area of 182.7 acres, which is
more than adequate in terms of overall size. The most desirable runway
orientation (northeast-southwest) is not possible at this site, however,
a northwest-southeast runway of adequate length is certainly possible.
This alignment is a close second in terms of desirability for crosswind
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SOUTHHOLD84-DT.1/SOUTHOLD1.4
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purposes. A 3,600-foot runway can be constructed at this site. Site 2
also offers the added capability of protected clear zones, with one end
of the runway facing towards Long Island Sound and the other end south
of Oregon Road (included as part of the entire site). There is very
little development in the area surrounding this site. Ail things
considered, Site 2 does seem feasible and further evaluation is
warranted.
2.3 SITE 3
Site 3 is located north of North Road, east of Depot Lane, south of
Oregon Road, and west of Cox Lane. The existing Town landfill is
located on Site 3, however, it is planned to be closed and relocated
elsewhere in the future. This potential airport site encompasses 17
separate parcels (2 of which are owned by the Town of Southold) and
covers an area of 188.6 acres, which is sufficient to support an airport
of the size envisioned. A northeast-southwest runway at the desired
length is not possible at Site 3. Likewise, a runway orientation of
northwest-southeast cannot be constructed. The only alignment that can
support a 3,600-foot runway is north-south, which is not the optimal
orientation. The land that makes up this site is available. It is
zoned "C-l," which is defined as "General Industrial" and "For Sale"
signs are visible on the property. There is some limited development
adjacent to the landfill and across Cox Lane on Mathews Lane. However,
Site 3 appears to be a feasible site but with some limitations
(i.e., runway orientation, large number of parcels, surrounding develop-
ment). Thus, it will be maintained as an alternate site pending the
detailed evaluation.
2.4 SITE 4
Site 4 is situated south of the Long Island Railroad right-of-way and
between Depot Lane and Cox Lane. Portions of five separate parcels form
this site. The total acreage amounts to 97.4 acres, which is slightly
below the recommended minimum of i00 acres. Due to the size of this
site, there is not one runway orientation that provides the needed
runway length. In addition, a church is located directly west of the
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SOUTHHOLD84-DT. 1 / SOUTHOLD1 . 5
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site and there is some limited development along both Depot Lane and Cox
Lane. For these reasons, Site 4 is considered unfeasible and is
eliminated from further evaluation.
2.5 SITE 5
Site 5 is located north of and adjacent to North Road, just east of
Bridge Lane. This site, which consists of two large parcels, covers an
area of 141.8 acres. Although its orientation will not permit a
northeast-southwest runway alignment it will support the second most
desired direction, northwest-southeast. This site will also permit a
runway length of 3,600 feet with surplus on either end for clear zone
protection. There is limited development in proximity to Site 5 and
these two parcels are allegedly for sale and thus available as an
airport location. Based on the favorable status of all the preliminary
screening factors, Site 5 is considered a feasible site for the airport
and will be evaluated further.
2.6 SITE 6
Site 6 is situated due east of Site 5. It consists of two large parcels
and two relatively small parcels, one of which is the property of
Suffolk County and presently is a water retentipn basin. The total area
of Site 6 is 138.7 acres, which is large enough to support the proposed
Southold Airport. As was the case with Site 5, Site 6 is oriented in
such a way as to permit only a northwest-southeast runway alignment.
However, it too can accommodate a runway of sufficient length to serve
the needs of Southold Town. There is little or no development in the
immediate vicinity of Site 6. In addition, it is believed that the land
comprising this site is available. Therefore, it is felt that Site 6
represents a feasible option for locating the proposed airport and
warrants further consideration in subsequent investigations.
2.7 SITE 7
Site 7 is located south of the Long Island Railroad right-of-way,
between Bridge Lane and Peconic Lane. Nine separate parcels are
encompassed by Site 7, however it is proposed to acquire only the 1,000
feet nearest the railroad tracks of each parcel. This will result in an
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SOUTHHOLD84-DT.1/SOUTHOLD1.6
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overall size of 100.0 acres for this site, which is adequate for a
single runway airport. Two problems do present themselves in acquiring
land for this site. First, it is unlikely that all of the owners will
be willing to sell and second, even more unlikely that they all will be
willing to sell a portion of their property. The orientation of the
runway on Site 7 will be east-west, which is not one of the most
desirable alignments.
Further, there is some residential development on both ends of the
property, in addition to a school (Peconic School) just southeast of the
site. It should also be noted that there is no ground access presently
available to Site 7. All things considered, Site 7 does not appear to
be very feasible and as such, further consideration of this site is not
warranted.
2.8 SITE 8
Site 8 is also situated south of the Long Island Railroad right-of-way.
It is east of Site 7 and is placed between Carroll Avenue and Bowery
Lane. Like Site 7, Site 8 is composed of portions of a number of
parcels. The 1,000 feet closest to the railroad of 8 separate parcels
forms the boundaries of Site 8. The size of this site is estimaffed to
be 94.7 acres. However, the problem of dealing with 8 property owners
is present in this situation. Likewise, there is some residential
development in the immediate vicinity of Site 8, in addition to Peconic
School, which is just southwest of the site. This site also does not
have readily available ground access. Finally, the east-west runway
alignment is not the most desirable orientation. Thus, Site S does not
present a feasible alternative in developing an airport site and is
eliminated from further consideration.
2.9 SITE 9
Site 9 is located on 3 parcels of land south of North Road. This
particular site is bordered on the east by Chapel Lane and on the west
by Albertson Lane. It is directly across North Road from the Soundview
Restaurant. Site 9 covers a total area of 136.3 acres, which is of
suitable size for Southold's airport. However, it will not permit the
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SOUTHHOLD84-DT.1/SOUTHOLD1.7
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desired runway alignment -- the only feasible orientation at this site
is east-west. Although the land which comprises Site 9 is available, it
is largely wetlands. This type of land typically proves to be relative-
ly expensive in developing an airport, in addition tn being environ-
mentally unacceptable. It should also be noted that Site 9 requires
extensive clearing in that a large portion of the property is covered
with trees and other vegetation. A further consideration is that with
the east-west nrientatinn nf Site 9's runway, operations to/from the
east will be directly over the Village of Greenport, which is only nne
mile away from the eastern boundary of this site. All factors consider-
ed, Site 9 does not appear to be feasible for developing an airport and
thus further consideration of it is not warranted.
2.10 SITE 10
Site 10 is situated north of and adjacent to Main Road at the point
where Manhasset Avenue intersects it. Island End Golf and Country Club
is located next to Site 10 on its east side. This site is made up of
one parcel and covers 136.6 acres. Site 10 can accommodate a 3,000-foot
runway oriented in a northeast-southwest direction. The Village of
Greenport abuts Site 10 to the south, which is an undesirable situation
in that activity to/from the southwest will fly.directly over thi's
densely populated area. Although indications are that this parcel is
available, Site i0 is zoned "M," which is defined as "light multiple
residence." This type of zoning is clearly incompatible with airport
activity. In light of Site 10's inability to support a 3,600-foot
ruuway, its proximity to Greenport, and the residential zoning of the
property, it is being eliminated from further consideration as an
airport.
2.11 SITE 11
Site 11 is a narrow strip of land which encompasses two parcels and
covers an area of 50.4 acres. This size is considered to be inadequate
to support airport development. It is situated between Main Road and
Narrow River Road. A 3,000-foot runway aligned in a northwest-southeast
direction can be constructed on Site 11. There is some limited resi-
dential development due north of this site. In addition, there are some
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SOUTHHOLD84-DT.i/SOUTHOLD1.8
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extensive wetlands south-southeast of the site. Clearly, Site 11
presents many problems and does not present a convincing case for
development as the Town's airport.
2.12 SITE 12
Site 12 is Rose Field, which is an existing privately-owned airfield.
It presently consists of one parcel, however, it appears that the two
adjacent parcels to the east are available. With these parcels, Site 12
covers an area of 37.6 acres, which is clearly undersized for an
airport. It is capable of accommodating a 2,000-foot runway oriented
northwest-southeast. There is some limited residential development
south of Site 12. Based upon its size, it is felt that investment in
this site is not a very worthwhile venture. Thus, Site 12 will not be
considered further in the airport site selection analysis.
2.13 CONCLUSIONS OF PRELIMINARY SCREENING
Based upon observations made during the preliminary screening of the
twelve candidate airport sites, three sites have emerged as the most
feasible warranting further evaluation. These sites are as follows:
o Site 2 (Oregon Road and Alvahs Lane);
o Site 5 (North Road east of Bridge Lane); 6nd
o Site 6 (North Road west of Henry's Lane).
One additional site, Site 3, will also be included in the final evalua-
tion. This site is located at the existing Town landfill, which is
planned to be closed shortly. The preliminary screening identified this
site as possibly feasible and suggested it be included in the final
analysis as an alternate in the event that the three above-mentioued
sites proved to be unfeasible.
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3.0 FINAL EVALUATION
The final evaluation of the four previously ideotified potential airport
sites will consider a number of factors in reaching a recommendation.
Included among these factors are the following:
o Possible airfield layout and terminal area configuration,
o Surrounding land and buffer zones,
o Proximity of residential development,
o Location of lands in Farmland Preservation Program,
o Ground access to site,
o Cost of developing site, and
o Environmental impacts of developing site.
The above evaluation factors will be considered for each site. A rating
system will be developed and applied to each of the four sites. The
results of this evaluation process will be one recommended site for
constructing the proposed Southold Airport.
3.1 SITE 2
As previously identified, Site 2 is situated north of Oregon Road at the
northwest corner intersecting with Alvahs Lane. It is depicted in
Figure 3-1 with a suggested airport layout. Thi~ site consists of four
parcels (three north of Oregon Road and one south) totalling 182.7
acres,
3.1.1 Airport Configuration
The runway orientation shown in Figure 3-1 is northwest-southeast
(13-31), which is the second most desirable orientation. However, the
most desired alignment (04-22) is not possible at any of the four final
sites. Runway 13-31 at Site 2 is shown with a full 3,600-foot length.
Figure 3-1 depicts the terminal area on the east side of the runway,
where there is ample space for such development. Since the most desired
runway orientation is not possible, but runway length and terminal area
development are feasible, Site 2 was awarded a 3 (Very Good).
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OLd_ I000 2
Duck pPoOinn~
PROPERTY LINE
RUNWAY '-' · '.
' ~
Figure 3-1
TOWN OF $OUTHOLD
AIRPORT SITE SELECTION STUDY SITE 2
SOURCE: NEW YORK STATE DEPARTMENT OF TRANSPORTATION, 1981
ESE, 1984.
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SOUTHHOLD84-DT. 1 / SOUTHOLD1. I0
11/19/84
3.1.2 Surrounding Land Use/Buffer Zones
As can be seen from Figure 3-1, Site 2's proposed property limits
include the clear zone on the south end (across Oregon Road). The clear
zone on the north end is over water. Thus, Site 2 would have total
control over its clear zones and as such received a rating of 4
(Excellent) on this factor.
3.1.3 Proximity of Residential Land
There is some residential land uses on the north side of Oregon Road,
however it is limited. There are two farmhouses, both of which are
being rented, which would necessitate removal. In addition, one-half
mile west of the site, there is a housing development, which includes a
number of homes. These homes are located on Soundview Avenue. Based
upon the proximity of residential development adjacent to Site 2 on the
south and nearby to the west, it received a 1 (Fair) in this category.
3.1.4 Proximity of Farmland Preservation
There is no Farmland Preservation lands in reasonable proximity to
Site 2. It should be noted that it is desirable to have such lands
surrounding the proposed airport site, in that it would serve as an
excellent buffer zone to the airport. Since the land which surrounds
Site 2 is zoned "Agricultural-Residential," it is possible that incom-
patible development may occur, however, this type of encroachment would
not be possible if the surrounding land was in the Farmland Preservation
Program. Therefore, Site 2 was only awarded a 2 (Good) in this area.
3.1.5 Ground Access
Ground access to Site 2 would be from the North Road north on Alvahs
Lane. However, since Alvahs Lane dead ends at Oregon Road, the need to
extend it so that it would serve the airport is required. In addition,
the portion of Alvahs Lane between the North Road and Oregon Road would
require some improvements (i.e., resurfacing, widening, etc.). Since
ground access connections to Site 2 are in need of some improvement, it
was given a rating of 2 (Good).
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SOUTHHOLD84-DT. 1 / SOUTHOLD 1.11
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3.1.6 Development Costs
The base estimated cost for constructing the proposed Southold Airport
in its initial phase is $2.75 million, (exclusive of land acquisition)
$1.93 million of which is eligible for federal and state funding
covering 97.5 percent of the cost ($1.45 million). The remaining
$48,000 would be the responsibility of the Town.
Development items which are eligible for FAA and NYSDOT funding include:
runway, taxiway and apron construction, airfield lighting, drainage,
etc. The remainder of the $2.75 million total ($820,000) is for
terminal area development, which is typically not eligible for reim-
bursemeut from the two funding agencies. However, most, if uot all, of
the this development would be constructed by tenants at the airport,
such as hangars, terminal/pilots lounge, and auto parkiug lot. (See
Appendix A for a detailed presentation of the above costs).
Since Site 2 is relatively flat, no major earthwork would be required.
Likewise, since no significant stands of trees are present, a major tree
removal program is not warranted. A low grade power line placed along
Oregou Road would have to be placed undergrouud, however the cost for
doing this, which is eligible for federal and state fuuding assistance,
is not considered to be significant. The only major capital improvement
project that is unique to Site 2 is the extension of Alvahs Lane in
addition to an exclusive airport access road. It has been estimated to
cost an additional $80,000 to implement this project. Further, since
Site 2 requires more land acquisition than the other sites under
cousideration, except for Site 3, it will obviously cost more to
implement the land banking. In that it appears that Site 2 will be
somewhat more costly to develop than the other sites, it received a 1
(Fair) in this area.
3.1.7 Environmental Impacts
As previously discussed, environmental impacts that are typically
associated with airports are not relevant in the case of the proposed
Southold Airport. The two primary areas of concern are usually noise
impacts and air quality.
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SOUTHHOLD84-DT.1/SOUTHOLDl.12
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In view of the comparatively low level of projected aircraft operations
and the type of activity (single engine and light twin engine aircraft),
the expected environmental impacts of the proposed airport are
considered negligible. In terms of noise impact, the FAA has identified
the Ldn 65 noise contour as the level where noise mitigation measures
for residential development should be considered. Noise levels below
Ldn 65 are considered inconsequential. It is therefore important to
note that the Ldn 60 contour remains entirely on the proposed airport
property centered around the runway. As far as Site 2 is concerned, the
Ldn 55 noise contour is also situated within the suggested property
limits. (See Appendix B for a detailed discussion of airport noise
considerations).
If the proposed Southold Airport were built, federal and state air
quality standards would also not be of concern. The expected impacts on
air quality from an airport of the size proposed for the Town of
Southold are insignificant. No other potential environmental impacts
are expected at this site. As such, Site 2 was awarded a rating of 4
(Excellent) in terms of its expected environmental impacts.
3.2 SITE 3
Site 3 surfaced as an alternate site based upon the results of the
preliminary screening, however, since it was believed to be a reasonable
site for the proposed airport, it has been included in this final
evaluation. Site 3 is shown in Figure 3-2, it is located at the
existing Town landfill, which is planned to be closed in the near
future. It is bordered on the north by Oregon Road, on the east by Cox
Lane, on the south by the North Road, and on the west by Depot Lane.
As previously mentioned, Site 3 consists of 17 parcels and encompasses
188.6 acres.
3.2.1 Airport Configuration
Site 3 is the only potential site of the four under consideration which
does not permit a runway oriented northwest-southeast (13-31). The
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Duck Pond '!
Poinl
O IOOO 2000 FFET
Goldsmith
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LEGEND
CLEAR ZONE
PROPERTY LINE
RUNWAY
Figure 3-2
TOWN OF SOUTHOLD
AIRPORT SITE SELECTION STUDY
SOURCE NEW YORK STATE DEPARTMENT OF TRANSPORTA,TION. 198!
ESE, 1984.
SITE 3
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SOUTHHOLD84-DT.1/SOUTHOLDl.13
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runway alignment shown in Figure 3-2 is more of a north-south orienta-
tion (17-35), which is the only configuration that permits a 3,600-foot
long runway. However, a north-south runway does not provide the optimal
wind coverage. The terminal area is shown on the east side of the site
with access from either the North Road or Cox Lane. There is more than
adequate space for the development of terminal area facilities in this
area. In light of the fact that Site 3 does not provide the best runway
orientation, it received a rating of 2 (Good) in the Airport Configura-
tion category.
3.2.2 Surroundin~ Land Use/Buffer Zones
As can be seen in Figure 3-2, the clear zones associated with Site 3
both lie outside of the proposed airport boundaries. To the north it
appears that no incompatible development is presently located in the
area, however to the south a number of residences lie within the clear
zone. Further, approximately eight private dwelling units and a church
are located om the east side of the site just north of the North Road.
Therefore, Site 3 received a rating of 2 because Site 3 does not provide
complete control of its clear zones.
3.2.3 Proximity of Residential Land
As discussed above, some limited residential development does exist
south and east of the site. Since this development is essentially
adjacent to Site 3, it only received a 1 in this aspect of the evalua-
tion process. However, if the proposed airport were constructed on Site
3, more of these houses would require relocation, but avigation ease-
ments on the south side would be needed.
3.2.4 Proximity to Farmland Preservation
At present, there are no lands that are in or have been offered for
inclusion in the Farmland Preservation Program in proximity to Site 3.
The site itself is zoned for "General Industrial," however all surround-
ing land is zoned "Agriculatural-Residential." Therefore, it is quite
possible that incompatible land use encroachments could occur in the
future. As mentioned earlier, it is highly desirable to surround the
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SOUTHHOLD84-DT.1/SOUTHOLDi.14
11/19/84
proposed airport with Farmland Preservation land to serve as a buffer.
Since this is not the case with Site 3, it received a 2 in this
category.
3.2.5 Ground Access
Ground access connections to Site 3 are excellent with its proximity to
the North Road, which is a four-lane improved highway. Convenient
access to all points within the Town is therefore possible with minor
road improvements. Based on Site 3's central location to good ground
access routings, it was awarded a 4 (Excellent) in this category.
3.2.6 Development Costs
Although Site 3 is the largest of the four sites under consideration
(188.6 acres), the land acquisition costs will not be as high as the
other sites in that a large portion of this site is presently owned by
the Town of Southold. In fact, 61.3 acres (nearly one-third) of Site 3
is already owned by the Town. The estimated base cost of initial
airport development is $2.75 million, which does not include land
acquisition. Other cost factors which warrant consideration include the
presence of a high-tension overhead power line which traverses the site,
the need to construct an exclusive airport access road, and the'apparent
need to undertake some minor earthwork on the north side of the site.
The Long Island Lighting Company (LILCO) has given a preliminary
estimate of placing the power line underground at a cost of $100,000.
The construction of an airport access road is estimated to cost approxi-
mately $38,000, for a two-lane roadway 1,000-feet in length. Finally,
it appears that some minor grading is required in that a small rise is
evident about 700 feet from the north end of the runway. The fought
estimate for leveling this portion of the site is approximately $275,000
(55,000 cubic yards at $5.00/cubic yard). Thus, the additional costs
associated with developing Site 3 as Southold's airport amount to
$413,000. Assuming the cost per acre is $10,000, the land acquisition
cost estimate amounts to $1,273,000. Thus, the total cost for develop-
ing Site 3 in its initial phase is $4.436 million. This cost is
somewhat higher than the estimated costs for developing Site 5 or 6. As
a result it was given a 2 (Good) in this area.
3-8
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SOUTHHOLD84-DT.1/SOUTHOLDl.15
11/19/84
3.2.7 Environmental Impacts
As was the case with Site 2, environmental impacts are expected to be
minimal at Site 3. Single event noise impacts on residential develop-
ment south of the site can be expected to be somewhat greater than at
Site 2. Therefore, Site 3 received a 3 (Very Good) rating.
3.3 SITE 5
Site 5 is located north of North Road approximately 1,000 feet east of
Bridge Lane. It consists of two parcels and encompasses an area of
141.8 acres. Site 5 is shown in Figure 3-3 with a suggested runway
configuration.
3.3.1 Airport Configuration
The runway orientation at Site 5 is northwest-southeast (13-31), which
is the second most desirable alignment. The length of the runway at
Site 5 is 3,600 feet and the terminal area can be conveniently located
on either side of the runway; it is shown on the east side in
Figure 3-3. Since Site 5 cannot accommodate the most desirable runway
orientation (northeast-southwest), it received a rating of 3 in the
Airport Configuration category.
3.3.2 Surroundin~ Land Use/Buffer Zones
As can be seen from Figure 3-3, the clear zone on the north end of the
runway lies almost entirely over water, which is a very desirable
situation. The other clear zone encompasses undeveloped land south of
North Road, most of which consists of heavily treed land. However, this
parcel is not recommended for outright purchase, but rather for an
avigation easement to permit tree topping to maintain a clear approach
to the runway and to control development. Since Site 5 would have some
authority over most of its clear zones, with the remainder being
undeveloped, it was awarded a 4 in this area.
3.3.3 Proximity of Residential Land
Site 5 is reasonably well isolated from residential development. It is
approximately one mile west of the development on Henry's Lane, which is
the only concentrated residential development in the area. There are
3-9
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0 1000 . 2000 FEET
t5
· 60
LEGEND
CLEAR ZONE
PROPERTY LINE
RUNWAY
Goldsmith
Figure 3-3
TOWN OF SOUTHOLD
AIRPORT SITE SELECTION STUDY
SOURCE: NEW YORK STATE DEPARTMENT OF TRANSPORTATION, 1981
ESE, 1984.
SITE
5
3-10
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SOUTHHOLD84-DT.1/SOUTHOLDl.16
11/19/84
some scattered homes west of the site along Bridge Lane. There is one
farmhouse on the north side of the North Road, which may require
relocation, however no other dwelling units would be jeopardized or
impacted by an airport located at Site 5. For this reason, it received
a 3 (Very Good) in this category.
3.3.4 Proximity of Farmland Preservation
There are some lauds which are presently in the Farmland Preservation
Program in proximity to Site 5. There is presently one parcel about oue-
half mile east of Site 5 which is in the program. Three other parcels
adjaceut to and west of this parcel (which also abuts Site 5) have been
offered for inclusion in the Farmland Preservation Program. This is an
ideal situatiou in that it would provide an excelleut buffer between the
ouly sizable residential development (Henry's Laue) and the site. There
are two other parcels that are preseutly in the program, one south of
the North Road and just west of the clear zoue, the other south of the
railroad tracks aud north of Main Road aligned with the runway. This
also represents au excellent situation in that the south approach is
protected from future eucroachmeut. Therefore the areas that potential-
ly can support incompatible developmeut are protected, in addition,
existing development has a natural buffer. A~ a result, Site 5' received
an Excellent ratiug (4) in this area.
3.3.5 Ground Access
With Site 5's proximity to North Road, ground access to it would not be
a problem. Convenient access from all points in Town is possible. The
only improvement to the site that would be required is construction of
an exclusive airport access road. Since ground access is so convenient,
a rating of 4 was given to Site 5.
3.3.6 Development Costs
The estimated base cost of developing Site 5 is the same at the two
previously discussed sites ($2.75 million). Capital improvement costs
mot reflected in the above figure include land acquisitions, power line
burial, aud access road construction. Assuming a price of $10,000 per
acre, the land banking cost at Site 5 would amount to $1,418,000. LILCO
3-11
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SOUTHHOLD84-DT.1/SOUTHOLDl.17
11/I9/84
has tentatively estimated the cost of placing the high tension power
line underground to be $i00,000. The preliminary estimate for con-
structing the airport access road is $57,000, assuming a 1,500-foot
road. Therefore, the total estimated cost for developing Site 5 as the
Town-owned airport is $4.325 million. This figure is somewhat lower
than the estimate for Sites 2 and 3, and as such received a rating of 3.
3.3.7 Environmental Impacts
The environmental impacts that are expected from developing an airport
at Site 5 are negligible. Noise and air quality impacts are essentially
non-existent at an airport the size of that being considered. Since
Site 5 is somewhat isolated from incompatible development, even single
event noise problems should not pose a problem. Based on this, Site 5
was given a 4 in terms of Environmental Impacts.
3.4 SITE 6
Site 6 is situated adjacent to Site 5 to the east. It extends from
North Road to the Long Island Sound and covers an area of 138.7 acres.
Site 6, which is depicted in Figure 3-4, encompasses four parcels.
3.4.1 Airport Configuration
As is the case with Sites 2 and 5, Site 6 only allows a northwest-
southeast (13-31) runway with the full 3,600-foot length. The terminal
is depicted on the east side of the runway, however, it can be located
on either side. Since this orientation is the second most desirable
alignment, Site 6 received a rating of 3 in terms of Airport
Configuration.
3.4.2 Surroundin~ Land Use/Buffer Zones
The clear zone on the north end of the runway lies over water. The
south approach clear zone includes some incompatible development (three
residences). However there appears no incompatible development on the
opposite side of North Road. Since there are three residences that lie
within the clear zone, Site 6 received only a 3 in that it would not
have complete control over its approaches.
3-12
~..' ~eon~ ~
' ~ PROPERTY lINE
Cutcho' * ~ ~ g~ X. ~ ;[~ RUNWAY
Figure 3-4
TOWN OF SOUTHOLD
AIRPORT SITE SELECTION STUDY SITE 6
SOURCE: NEW YORK STATE DEPARTMENT OF TRANSPORTATION 1981
ESE. 1984.
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SOUTHHOLD84-DT.1/SOUTHOLDl.18
11/19/84
3.4.3 Proximity to Residential Land
As mentioned above, there are three residences in the clear zone to
Runway 31. In addition, there are approximately four other dwelling
units east of the clear zone. Further, the Henry's Lane residential
development is only one-half mile east of Site 6. Therefore it is
evident that this site has some existing residential encroachments,
principally on the south, which would be problematic. As such, it was
given a rating of 1 in this category.
3.4.4 Proximity of Farmland Preservation
The two parcels that abut Site 6 to the east have been offered for
inclusion in the Farmland Preservation Program. Additionally, the next
parcel to the east is presently included in the program, which would
serve as a good buffer between the site and Henry's Lane. However,
Site 6 itself has recently been offered for inclusion in the program,
which if it were accepted would preclude developing it as an airport.
These are no other Farmland Preservation land in proximity to Site 6.
Since the site is a candidate for inclusion in the program, it was given
a 2, in that one objective of developing an airport was not to take any
existing or future Farmland Preservation land.
3.4.5 Ground Access
As is the case with Site 5, Site 6 is conveniently located to all points
in Town via connections with the North Road. An exclusive airport
access road would be needed but no other road improvements are warrant-
ed. As such, Site 6 was given a rating of 4 because ground access is
excellent.
3.4.6 Development Costs
The airfield and terminal area development costs of $2.75 million are
also valid for Site 6. The additional site development costs associated
with Site 6 are discussed below. The estimated land acquisition costs,
assuming $i0,000 per acre, are $1,387,000. The same high tension
overhead power line that traverses Site 5 also crosses Site 6. The same
cost for burial of the line ($100,000) hold for Site 6.
3-14
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SOUTHHOLD84-DT . 1 / SOUTHOLD1 . 19
11/19/84
A similar construction cost for building the airport access road at
Site 5 is projected at Site 6 ($57,000). Therefore, the total estimated
cost for constructing the airport at Site 6 is $4.~94 million. This
represents the lowest projected cost of any of the sites and therefore
resulted in Site 6 receiving a 4 in this category.
3.4.7 Environmental Impacts
There are no significant noise or air quality impacts expected from
developing Site 6. However, single event noise impacts on residential
development to the south of the site may be a problem on an occasional
basis. As such, Site 6 was given a 3 in terms of its expected environ-
mental impacts.
3-15
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SOUTHHOLD84-DT.1/SOUTHOLD1.20
11/19/84
4.0 RECOMMENDATIONS
Based upon the detailed alternatives evaluation presented in Section 3.0
and reflected in Table 4-1, Site 5 surfaced ~s the most feasible site
for developing the Town's airport. Table 4-1 is a summary of the
evaluation results and clearly shows that Site 5 is far superior to any
other site under consideration. The only area that Site 5 did not beat
or equal the three other sites was in the estimate of development costs.
It was estimated to cost some $31,000 more than Site 6 due to the
slightly larger area that needs to be acquired. If for some unforeseen
reason, it is not possible to develop Site 5 as the Southold Airport,
then the alternative site would be Site 6. However, every attempt
should be made to develop Site 5 as the airport. This process should be
pursued in an expeditious manner so that any potential incompatible land
uses do not materialize in the area. Further, it is recommended that
the Town's Master Plan be revised to reflect Site 5 as the airport, so
that the proper zoning is enacted. The remainder of the Airport Site
Selection/Master Plan Study will focus on producing a detailed develop-
ment plan for Site 5.
4-1
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SOU'ITIHOLD84-DT.1/VTB4-1.1
11/19/84
Table 4-1. Evaluation Matrix Town of Southold-Airport Site Selection
Study
Potential Airport Sites
2 3 5 6
Airport Configuration 3 2 3 3
Surrounding Land Use/ 4 2 4 3
Buffer Zones
Proximity of Residentlal Laud 1 1 3 1
Proximity of Farmland Preservation 2 2 4 2
Ground Access 2 4 4 4
Development Costs 1 2 3 4
Envirunmeutal Impacts 4 3 4 3
17 16 25 20
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TOTAL
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4 = Excellent
3 TM Very Good
2 = Good
I = Fair
0 = Poor
Source: ESE, 1984.
4-2
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APPENDIX A
UNIT COSTS FOR AIRPORT
Runway Construction
Taxtway Construction
Aircraft Parking Apron Construction
Runway Lights Installation
Taxiway Lights Installation
Drainage Construction
Fuel Tank Construction
Road/Parking Lot Construction
Conventional Hangar Construction
T-Hangar Construction
Terminal Building Construction
Earthwork (cut and fill)
Land Acquisition
Source: ESE, 1984.
DEVELOPMENT
$190/linear foot
$105/linear foot
$2.50/square foot
$45/ltnear foot
$90/ltnear foot
$35/ltnear foot
$52,500/fuel tank
$1.90/square foot
$23/square foot
$12/square foot
$35/square foot
$5/cubic yard
$10,O00/acr~
11/19/84
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11/19/84
APPENDIX B
Based on the Forecast of General Aviation Movements by Type - Southold
Airport (Table 4-20, Phase I Report), an analysis of expected future
noise impacts for Year 1988 and Year 2008 was undertaken.
The traffic dependent environmental impacts are noise and air quality.
Given this situation, air quality is a non issue in the sense that the
impacts from these levels of traffic are clearly insignificant by
definition and thus will not affect site selection decision making.
Noise impacts are also below the level of significance based on general
standards expressed in FAA Order 5050.4, the Airport Environmental
Handbook. However, in a controversial situation, demonstrating the
small size of the contours will be necessary. Therefore, the work
sheets for the noise contour estimations follow. The findings of this
effort are discussed below.
Several assumptions are necessary for the noise contour calculation
process. These include an assumption of 10 percent night period
activity, and for plotting the contours three differing assumptions,
(1) 50/50 percent split for runway use, (2) 75/25 percent split in
runway use and (3) 100 percent use in one direction only.
The total area under the noise contours is most precisely determined
using the Area Equivalent Method. This is accomplished through the use
of a spreadsheet analysis which produces an estimated area within
Ldn 65. Results of the analysis indicate a predicted area within
Ldn 65 of 47.69 acres for 1988. This increases by 47 percent to
69.89 acres by the Year 2008. Clearly the Ldn contours will remain
on the airport throughout the 20 year forecast period.
A second means of predicting noise impacts results from the application
of the methodology expressed in Report No. FAA-AS-75-1, Developing Noise
Exposure Contours for General Aviation Airports. Results of this
methodology indicate that the Ldn 60 contour for 1988, when plotted,
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L~TT~RS/84.21/APPB.2
11/19/84
will stay on the airport very close to the runway end(s). For Year
2008, the Ldn 65 contour appears, but is entirely on the airport
under the 100 percent assumption. Ldn 65 is not present under the
other alternatives. (50/50 and 75/25 percent use of runway ends).
Ldn 60 appears under each differing runway use assumption, but
should remain on the airport under each case.
In summary, there should be no land use incompatibilities under any of
the alternatives and alternate assumptions on traffic split. One
additional illustration is provided which will give full and informative
information on Single Engine General Aviation Aircraft. This is the
slant range versus SEL and peak dBA noise level table drawn directly
from the Integrated Noise Model and from FAA records. Using this you
can determine both the cumulative noise levels (Ldns) and the peak
noise levels for any point on the ground if the distance between the
aircraft and that point is known.
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Single
Single
Slant
Range
Distance
(FEET)
200.00
400.00
630.00
1000.00
2000.00
4000.00
6300.00
10000.00
16000.00
25000.00
Event
Engine
Throttle
Setting
30%
SEL VALUE
77.20
72.80
69.80
66.70
61.80
56.40
52.40
47.90
42.90
37.30
Noise
GA Aircraft
Throttle
Setting
100%
SEL VALUE
90.30
85.90
82.80
79.70
74.70
69.20
65.10
60.50
55.30
49.20
Levels
Throttle
Setting
30%
PEAK dBA
75.30
69.20
65.00
60.70
54.00
46.80
41.60
35.90
Throttle
Setting
100%
PEAK dBA
86.50
80.30
76.00
71.70
64.90
57.60
52.30
46.50
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OOUTdOLD AIRPORT- AREA EOUIVALENT RETHOD YEAR 1988Ldn 65 CONTOUR AREA
0.07 S§ HILES
COHSEP 20.84 2.320.00%30& 43.99
Totals 20.84 2,32 43,g9
Total LTOs = 23. t5
0.54076 0,07452 1,84925 l,O0000 1.B4925 43.99 1.00000
Ref Area= Energy= Height= Validity=
0.0745224 l.O00000 1.849250 1.0000
b=Energy TOTAL
0.5407600 Ldn 65
A=RefArea ACREAOE=
0.0745224 47.69
SQUTHOLD AIRPORT- AREA EOUIVALENT METHOD YEAR 2003Ldn 65 CONTOUR AREA = 0.1! SO MILES
A/C TYPE Day LTOs Mght LTDs Const. a EH LTOs Const. b A/C Area Recp b Energy Height LTDs E~f LTOs
COMTEP 3.50 0,~9 0.01671
CONSEP ~5.27 3.930.0096306
Totals 38,76 4,32
Total LTOs = 43,08
7.40 0.49302 0.04481
74.52 0,54076 0.09910
Ref Area=
BI.gl 0.0991037
2.02832 0.1999~' 0.40547 45.03 0.16421
1.84925 I,O0000 1.84925 89.15 O.B35B2
Energy= Height: Validity=
1.199900 2.254720 1.0000
b=Energ¥ TOTAL
0.5321730 Ldn 65
A=RefArea ACREAOE=
0.1091960 69.89
A/C TYPE Day LTOs Nght LTOs Const, a Elf LTOs Const. b A/C Area Recp b Energy Height LTOs Elf LTOs
AIRPORT OPERATIONS
Runwa, Desig ,,,,on
Runway Length
Traffic Pattern (check one) Left Hand J:~ Right Hand []
~/~//////////~/////////"/////////"/'~ Propeller Jet
Number of OFf,rations/Year 19~
Runwa,
Runway Utilization ~° % %
~'0 % %
Total 100 % 100 %
Percentage of Propeller or Jet
... OperctTons between 2200 and 07CO 7c~ % %
Twin Engine Ol~emtlons as Percentage '
oF all Propeller Operations .,
Turbojet Opero!qo.ns as Percentage
of all Jet C)perotlons ,. 1'/,4x//4xx//x////, ~ %
2. CONTOUR SELECTION
Type of Opemf~'on (check one) Propeller [] Jet' r-'J
Number of Operatlom/Year on this Runway
(Propeller or Jot) //.,., ~(..~ (I)
Percentage of OperatTom J
Between 2200 und 0700 /0 %
Adjustment Factor from Figure 6 ~/,,////~'/'/,/~/,~ 1,9 (2)
Il" PropeJler~ Twln Engine Operatlom
As Percentage of Propeller Opemtlons CD %
Adjustment Factor from Figure 4 ~//'///////~/./~/. -- (3)
oFIf Jet,Jet OperationsTUrb°jet' Operations as Percentage 0 %,.////////////5
Adjustment for Larger Aircraft or .
Fleet ProJectlom (Section VI- A~ B)/,x//////////./ (4)
From Tables I-6 Find Contour Code
Turn to Clrole One From each Set From Contour Code Write Down Value of Contour
~long$ide Letter Code~ Where Applicable
ContourSet (~ (~]) 100 ~ A=
J O75 2 B =
3 C =
CNR ~ 4
D =
5
See Section VI foe Calculation Steps
FIGURE 3. CONTOUR CALCULATION WORKSHEE~
I0
9
8
7
=LLI_I_L_I.-l'.l I I ..... 1-. -~ .............................. j- -
Day - Night Level Contours .... ~ :
Propeller Aircraft Only .....................................
- - SetRunwaYl Utilization 500/0 - 50°/o .............. .~ .................... /~ ............. i
·
...... T--q F F-T' ~7 ~ / I
.................... 1- -!.- : ...... ~ ........... F '-~,~ -~ ......... +--
-j .............. :-~d-~lq'-t~-- ~ ............ !%-.---: .... ~'-: ~ t'~
_ :.. _: :: .- :_1 :I::I' :'
~ ~ i I~ ,--~ ~ ~'~ ' 'J /Il ~ I ~. I
--~ ....... ~ ~-~ .... / / ~~~r- -'~.:-l~ ..... ~'-t-~t-T-
--!- ~- -.,~-~-~--,.'- ~ .~~-~--:---~/l ..... ~ -'~- ~ ~ t +--~-
--t--~'-!-~'-~,"'~~ , -~ - ~-~ ~ I+5 ~-~ ~,~ ...... ~ -.,- -:-r-r--~--.-.---
j-- ~ I ~ ~ , , , / / I I I '
--~-~ -~-~-~,:.~!-~~~ ~} -b~ J--,-.l~l ..... ~--~ .K-~--~-
' ~-- ~'/i '' ~--~ j I i~ ~ ;-- ' ' '
-~ ........ q-.~~~- :n~ ..... ~-~-~-~ -~--~ ........ F ~-~-~-
.............. /-.--~-] - '
..... /j -~
_ _.~ ..... ~- ~:-_~ .... ~ ........... ~, ~ - .~
6
5
4
3
2
!
0
I
2
3
4
5
6
7
8
9
10
20 19 18 17 16.15 14 13 12 11 10 9 8 7 6 5 4 3 2 I 0 ! 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Distance in Tho~Jsands of t'eet
m m m m m m m --- m m m m m m m m m mm --
10--
9
7
5
4
3
1
~)
1
4
' j ....... i J ~j m J t I I ~ I I J ~ t J ~ I I J ' J I J
k-,-.--~ I ~--,.-, ,.1-., , .-.,.
i . . I I ~ ' '
7 - -: -- i--J. ---P .~.- 4- -;---t--~- -J - L .,. i.
10,,._J J J J , I I I I ~/.~.
I
2.,",2'7 26 2.5 24 2.3 22 21 20 Ic) iq 1? 16 15 14 13 12 I1 10 9 B 7 6 5 4 3 2 1 0 1 2 3 4 5
Distance In Thousands of feet
LDN - P- 075- I
678
10
9
7
6
· 4
3
2
i
0
I
2
3
4
6
7
102827 2625 ~4 2~ 22 ~! 20 !~ 18 I'~ 16 15 14 I~ 12 ~1 I0 ~ 8 7 6
Dl$1ance in Thousands of feet
5 4 3
2 ! 0 1 2 3 4 5 6 7 8
I 1. AIRPORT OPERATIONS
Airp~r~ Name
Traffic Pattern (che~ one} Le~ ~nd
Numar a~ Op~rafiom / Y~r
Runway Utlllzatlon
To~l 1~ % 1~ %
Percen~ge of Pr~eller or Jet
Operotiom ~hveen ~ and ~ /O
Twln ~Ine Operations as Perc~t~e
of all Pr~ellm Operations.
Tur~ et Op~lo~ as Percen~ge
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I 2. CONTOUR SELECTION
Type of Operation (check one) Propeller [] Jet J-'J
Number of Ope~atlom/Year on this Runway
(Propeller or Jest) ,.~/, ~d~l)
Percentage of Operatlom J /0 %~
Between 2200 crud 0700
Adjustment Pac~or from Flgure 6 ,~//////////~/, l, ~ (2)
If Propeller, Twin Englne Operaflom
As Percentage of Propeller Operations
Ad ..tm.nt Fac.o. ,om Fi.ur. 4
If Jeb Turbojet' Operations as Percentage
of Jet Opemti¢~n$ ~
Adjustment Factor from Figure 5 ~//'/////////r~ ~' (3)
AdJustmant for Larger Aircraft or .
Fleet ProJectlom (Section VI- A, B);///////////// ~ (4)
From Tables I-6 Find Contour C~cle
Turn ta Circle One from each Set From Contour Code Write Down Value of Contour
co.tours.t ill .= ~ i00 i *l°.:s:d. L.,er Cod.. Wbe.
B~
~> ¢__
5 = £c)~
See Section VI for Calculation Steps ./~.
FIGURE 3. CONTOUR CALCULATION WORKSHEE'I:
I!
m m m m m mm m m m mm m m m m m m m
13 12 II 10 9 8 7
6 5 43 2 I 01 2
I~istance in 'l'ho,~sands of feet
3 4 5 6 7 8 9 10 il 12 13 14 15 16
j.... ,050 J
LDN-P~ -3
m m m m
m m m m m m m m m mm m m m m m
(
9
8
7
6
5
¢
5
6
7
8
9
4
3
I I
102~; 27 2625 24, 23 22 21 20 19 18 I:: 16 15 14 13 12 11
109 8 7 6
Distance In Thousands of feel'
5 4 3 2 ! 0 I 2 3 4 5 6 7 8
10
__ . Day - Night Level Contours ............... ~ ..................................
Propeller A|rcrafl Only ,
-- ' Runway Utilization 756/o - 25% ......
..... Set 3
-- --'- ~ l" -f---,-, ..... '-'
.............. i_ i ..........
o~-, ......... i---~--I ~- I( ¥ '< ',
......... ~_~ ....... ! __ ;_ ~_~._ _~._: ~_~._:~_~'5 -? ~__
.... ~ _~_~_ ~._L~_~_ ._ L , ~ ~ ~1 J
- ,-~--F--~-t'-~-~-~-, , , . , ,
_ ~ ,_~___.,__._~_.~_.?~.;. _~_~__ _ Z ~_.~__.__,
'I ..... ~-~-:-~-.., ~'. ..... x/ -~' ;~-~-, ~-+ .....
....... ~ - --1 ..... ~ ,I
I02927 2625 24 23 22 ~1 ~ 19 13 1-~ 1~
Dls~nce in T~n~ of feet
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