CHAPTER 5 Noise Exposure Maps and Effects on Land Use

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1 CHAPTER 5 Noise Exposure Maps and Effects on Land Use 5.1 Introduction The effect of aircraft noise on existing and future noise-sensitive land uses is important in relation to the forecast growth of the Airport and its environs. The achievement of land use compatibility in the SFO environs is the principal objective of this 14 CFR Part 150 Study Update. This section includes the existing (2014) conditions noise exposure map and the future (2019) conditions noise exposure map. The noise exposure maps were prepared on the basis of the aviation activity forecasts described in Chapter 2 and the airport operational assumptions and data described in Chapter 4. In addition to the NEMs, this chapter includes a description of existing noise-sensitive land uses that are or may be within areas exposed to aircraft noise levels of 65 db and greater. 5.2 Existing Noise Exposure: 2014 The noise exposure map for existing (2014) conditions is presented on Exhibit 5-1. The map consists of noise contours superimposed on a map of generalized existing land uses in the Airport environs. The contours represent aircraft operations levels during the last full calendar year for which data were available when this study began In accordance with 14 CFR Part 150, the following aircraft noise exposure contours are depicted on the map: 65, 70, and 75. As shown on Exhibit 5-1, the noise contours extend beyond the airport property boundary over the San Francisco Bay northeast and southeast of the Airport. Aircraft landing on Runways 28L and 28R are the primary contributor to noise in undeveloped areas (i.e., the San Francisco Bay) southeast of the Airport while departures on Runways 1L and 1R are the primary contributor to noise in undeveloped areas northeast of the Airport. Portions of the communities of Millbrae (generally southwest of the Airport), Burlingame (generally south of the Airport), San Bruno (generally west/northwest of the Airport), South San Francisco (northwest of the Airport), and Daly City (northwest of the Airport) are also exposed to aircraft noise of 65 db and higher. The primary contributor to aircraft noise in developed areas west and northwest of the Airport are overflights of aircraft departing on Runways 28L and 28R. The primary contributor to aircraft noise in developed areas southeast of the Airport are departures on Runways 1L and 1R (i.e., backblast noise). San Francisco International Airport 5-1 ESA /

2 5.3 Future Noise Exposure: 2019 The noise exposure map for future (2019) conditions is presented on Exhibit 5-2. The noise exposure contours are based on the aircraft fleet mix forecast presented in Table 4-3 and runway use assumptions presented in Tables 4-8 and 4-9. As shown on Exhibit 5-2, the 2019 noise exposure contours are slightly larger than the 2014 noise contours. The small increase in the size of the 65, 70, and 75 noise contours is attributable to projected growth in the number of annual and daily aircraft operations performed at SFO between 2013/2014 and As discussed in Chapter 2, the number of annual aircraft operations performed at SFO is forecast to grow from 421,400 to 452,700 in 2019, an increase of 31,300 operations or 7.4 percent. While the fleet of aircraft operating at SFO in 2019 is expected to be more modern and quieter than the existing aircraft fleet, any noise reduction benefits associated with changes in the aircraft fleet mix will be overshadowed by the increased number of aircraft operations. In addition it is noted that older/louder aircraft (e.g. MD80s) that operate at SFO and that will be retired in the near future only performed a limited number of operations in calendar years 2013 and Land Use Compatibility Guidelines Estimates of total noise exposure resulting from aircraft operations, as expressed in DNL or values, can be interpreted in terms of the probable effect on land uses. Suggested compatibility guidelines for evaluating land uses in aircraft noise exposure areas (A-weighted decibels only) have been developed by the FAA and are shown in Table 5-1. The FAA s land use compatibility guidelines are presented in Table 1 of the 14 CFR Part 150 regulations. The guidelines are based on the DNL metric and not the. For the purposes of this report, DNL and are considered to be equivalent in terms of application of the FAA s suggested compatibility guidelines. The FAA s guidelines reflect the statistical variability of the responses of large groups of people to noise. Therefore, any particular level might not accurately assess an individual's perception of an actual noise environment. Compatible or incompatible land use is determined by comparing the predicted or measured DNL level at a site with the values given in the table. Each generalized land use listed in Table 5-1 includes a wide range of human activities having various sensitivities to noise intrusions. DNL values in the table should be interpreted only as indications of the potential effect aircraft noise has on people living and working in areas surrounding an airport. For a specific site, some adjustments in DNL values or interpretations may be desirable. Typical influences to be considered include the following: Previous community experience and previous complaint history in the immediate vicinity of the airport in question. San Francisco International Airport 5-2 ESA /

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7 TABLE CFR PART 150 LAND USE COMPATIBILITY GUIDELINES IN AIRCRAFT NOISE EXPOSURE AREAS Land Use Yearly Day-Night Noise Level (DNL) in decibels Below Over Residential Residential, other than mobile homes and transient lodgings Y N(1) N(1) N N N Mobile home parks Y N N N N N Transient lodgings Y N(1) N(1) N(1) N N Public Use Schools Y N(1) N(1) N N N Hospitals and nursing homes Y N N N Churches, auditoriums and concert halls Y N N N Government services Y Y N N Transportation Y Y Y(2) Y(3) Y(4) Y(4) Parking Y Y Y(2) Y(3) Y(4) N Commercial Use Offices, business and professional Y Y N N Wholesale and retail - building materials, hardware and farm equipment Y Y Y(2) Y(3) Y(4) N Retail trade general Y Y N N Utilities Y Y Y(2) Y(3) Y(4) N Communication Y Y N N Manufacturing and Production Manufacturing, general Y Y Y(2) Y(3) Y(4) N Photographic and optical Y Y N N Agriculture (except livestock) and forestry Y Y(6) Y(7) Y(8) Y(8) Y(8) Livestock farming and breeding Y Y(6) Y(7) N N N Mining and fishing, resource production and extraction Y Y Y Y Y Y Recreational Outdoor sports arenas and spectator sports Y Y(5) Y(5) N N N Outdoor music shells, amphitheaters Y N N N N N Nature exhibits and zoos Y Y N N N N Amusements, parks, resorts and camps Y Y Y N N N Golf courses, riding s tables and water recreation Y Y N N San Francisco International Airport 5-7 ESA /

8 TABLE 5-1 (CONTINUED) 14 CFR PART 150 LAND USE COMPATIBILITY GUIDELINES IN AIRCRAFT NOISE EXPOSURE AREAS Numbers in parenthesis refer to notes. * The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable or unacceptable under Federal, State or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations under Part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by local authorities in response to locally determined needs and values in achieving noise compatible land uses. Key to Table SLUCM Standard Land Use Coding Manual Y(Yes) Land use and related structures compatible without restrictions. N (No) Land use and related structures are not compatible and should be prohibited. NLR Noise Level Reduction (outdoor to indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure. 25, 30 or 35 Land Use and related structures generally compatible; measures to achieve NLR of 25, 30 or 35 db must be incorporated into design and construction of structure. Notes: (1) Where the community determines that residential or school uses must be allowed, measures to achieve outdoor to indoor NLR of at least 25 db to 30 db should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide a NLR of 20 db, thus, the reduction requirements are often stated as 5, 10, or 15 db over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems. (2) Measures to achieve NLR of 25 db must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where normal noise level is low. (3) Measures to achieve NLR of 30 db must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where normal noise level is low. (4) Measures to achieve NLR of 35 db must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise sensitive areas or where normal noise level is low. (5) Land use compatible provided that special sound reinforcement systems are installed. (6) Residential buildings require an NLR of 25 db. (7) Residential buildings require an NLR of 30 db. (8) Residential buildings not permitted. SOURCE: U.S. Department of Transportation, Federal Aviation Administration, Federal Aviation Regulations Part 150, Airport Noise Compatibility Planning, Code of Federal Regulations, Title 14, Chapter I, Subchapter I, Part 150, January 18, 1985, as amended. Local building construction, particularly as influenced by climatic considerations. In the north-central region of the United States, wall and roof construction may be heavier or more insulated than in comparable houses in warmer climates, thus decreasing the extent of noise leakage paths. On this basis, one might select a higher DNL value as the boundary for noise compatibility interpretation, rather than a lower DNL value that might be suitable for a warmer climate where homes are not as tightly constructed. Use of air conditioning. In areas where air conditioning is used in homes, schools, offices, and public buildings during the summer months, doors and windows are normally kept closed for this portion of the year, thus reducing exterior-to-interior sound transmission. Many homes in the Bay Area are not equipped with central air conditioning and doors and windows are often kept open for ventilation. Noise effect on outdoor environments. Land use compatibility, particularly in regard to residential environments, usually refers to the compatibility of noise with interior environments. In the Airport environs, an important consideration might be the effect of noise on outdoor environments. Although soundproofing a structure can provide a satisfactory interior noise environment, the area where the structure is located may still not be desirable for certain land uses. For example, an existing single-family residence that is soundproofed could have an acceptable interior noise level in areas that are exposed to noise levels up to DNL 75. However, the DNL 75 noise level will likely interfere with many people's enjoyment of any outdoor activities on the site. San Francisco International Airport 5-8 ESA /

9 5.5 Noise Effects on Existing Land Uses As described above, suggested land compatibility standards in aircraft noise exposure areas, as originally developed by the FAA, are shown in Table 5-1. The standards differentiate between noise-sensitive land uses, which are considered incompatible with or require noise attenuation to be acceptable in areas with specified ranges of aircraft noise exposure, and other land uses that are considered to be compatible with certain levels of aircraft noise. Table 5-2 presents the estimated effects of existing and future noise exposure on residential and other noise-sensitive land uses in the airport environs. As shown in Table 5-2, the overall area exposed to 65 db and higher was 7,063.7 acres in 2014 and is expected to grow to 7,688.5 acres by The population and households exposed to aircraft noise of 65 db and higher were estimated to have been 11,294 and 3,884, respectively in 2014 and are expected to increase to 14,945 and 5,301, respectively by The number of people and households exposed to aircraft noise of 65 db and higher were estimated using census block demographic data from the 2010 Decennial Census published by the U.S. Census Bureau. TABLE 5-2 EFFECTS OF NOISE EXPOSURE IN THE AIRPORT ENVIRONS 2014 AND 2019 Noise Level Area (Acres) Households Population Religious Facility School Hospital Historic Structure , ,356 9, , , , Total 7, ,884 11, , ,438 11, , , , Total 7, ,301 14, NOTES: The household and population estimates provided above were developed using census block demographic data from the 2010 Decennial Census and do not take into account homes that have been sound attenuated. Please see Section 5.6 of this report for a discussion regarding SFO s residential sound insulation program. = Community Noise Equivalent Level SOURCES: ESA Airports, 2014; U.S. Census Bureau, 2010 Decennial Census; San Mateo County Planning and Building Department, Table 5-2 also presents information regarding noise sensitive facilities (e.g., schools, religious facilities, hospitals, and structures listed in the National Register of Historic Places) exposed to aircraft noise of 65 db and higher. As shown in Table 5-2, it is estimated that there were four schools and eleven religious facilities exposed to aircraft noise of 65 db and higher in 2014 and there will be four schools and eleven religious facilities exposed to aircraft noise of 65 db and higher in No hospitals or historic structures listed in the National Register San Francisco International Airport 5-9 ESA /

10 were exposed to aircraft noise of 65 db and higher in 2014 or will be exposed to aircraft noise of 65 db and higher in Table 5-3 provides additional information regarding the schools and religious facilities exposed to aircraft noise of 65 db and higher in 2014 and TABLE 5-3 LIST OF SCHOOLS AND RELIGIOUS FACILITIES EXPOSED TO AIRCRAFT NOISE OF 65 DB AND HIGHER 2014 AND 2019 Name Address Facility Type Within NEM Within NEM Saint Veronica Catholic School Baden High School Ponderosa Elementary School South San Francisco High School Free Life Church of God Sacred Church Yeo Lai Sah Buddhist Temple Fiji Jamaat Ul Islam of America Alta Vista Church of Christ Primera Iglesia Bautista St. Elizabeth s Episcopal Church New Covenant Presbyterian Church Samoan 7 th Day Adventist Church Church of Jesus Christ of Latter Day Saints St. Veronica s Church 434 Alida Way, 825 Southwood Dr., 295 Ponderosa Road, 400 B Street, 953 Huntington Ave., San Bruno, CA 270 San Bruno Ave W., San Bruno, CA 200 San Bruno Ave W., San Bruno, CA 373 Alta Vista Dr., 361 Alta Vista Dr., 299 Country Club Dr., 280 Country Club Dr., 186 County Club Dr., 209 Country Club Dr., 975 Sneath Ln., San Bruno, CA 434 Alida Way, School Yes Yes School Yes Yes School Yes Yes School Yes Yes NOTES: = Community Noise Equivalent Level; NEM = Noise Exposure Map SOURCES: ESA Airports, 2014; San Mateo County Planning and Building Department, Table 5-4 provides acreage data for land uses that were exposed to aircraft noise of 65 db and higher in 2014 and that will be exposed to aircraft noise of 65 db and higher in The figures provided in Table 5-4 were calculated using parcel level land use data provided by the San Mateo County Planning and Building Department and information provided by the SFO Bureau of Planning and Environmental Affairs. As shown in Table 5-4, approximately 335 acres San Francisco International Airport 5-10 ESA /

11 of land developed with single family residential land uses was exposed to aircraft noise of 65 db and higher in 2014 and approximately 441 acres of land developed with single family residential land uses will be exposed to aircraft noise of 65 db and higher in Approximately 71 acres of land developed with multi-family residential land uses was exposed to aircraft noise of 65 db and higher in 2014 and approximately 88 acres of land developed with multi-family residential land uses will be exposed to aircraft noise of 65 db and higher in As shown in Table 5-4, most of the area exposed to aircraft noise of 65 db and higher in 2014 is airport property (approximately 1,445 acres) or water (approximately 4,386 acres). In 2019, approximately 1,778 acres of airport land and approximately 4,452 acres of water will be exposed to aircraft noise of 65 db and higher. TABLE 5-4 LAND USE EVALUATION 2014 AND 2019 NOISE EXPOSURE MAPS, SAN FRANCISCO INTERNATIONAL AIRPORT Area Exposed to Aircraft Noise in 2014 (acres) Area Exposed to Aircraft Noise in 2019 (acres) Land Use Single family residential Multi-family residential Commercial Industrial Mixed Use Public Open Space, Recreation, Preservation Park, Golf Course, Cemetery Water 3, , , , , ,451.7 Airport Property , ,778.1 Vacant/Unknown Total 4, , , , , , , ,688.5 NOTES: = Community Noise Equivalent Level Values may not sum to totals shown due to rounding. SOURCES: ESA Airports, 2014; San Mateo County Planning and Building Department, 2014; San Francisco International Airport Bureau of Planning and Environmental Affairs, Sound Insulation Program Summary SFO has one of the most extensive residential sound insulation programs in the United States. Since approval of the Airport s 14 CFR Part 150 NCP in July 1983, more than 15,000 homes, 8 churches and 7 schools have been treated in six geographic areas: San Mateo County, Daly City, Millbrae, Pacifica, San Bruno and South San Francisco. SFO has also purchased avigation easements through the program. Total program expenditures to date exceed $153 million. San Francisco International Airport 5-11 ESA /

12 The residential sound insulation program was administered directly by the local jurisdictions which decided in what order eligible properties would be treated and whether or not to include public buildings, multi-family residential buildings and/or rental properties. The residential sound insulation program is funded through a combination of FAA and airport funds. In 2007, the Airport started administering the program to identify potentially eligible properties. Additional information regarding the status of the residential sound insulation program and other noise abatement and mitigation measures that have been pursued at SFO will be provided in the forthcoming Noise Compatibility Program Report. San Francisco International Airport 5-12 ESA /