HILLSBORO AIRPORT Compatibility Study Update

PORT OF PORTLAND HILLSBORO AIRPORT Hillsboro, Oregon

COMPATIBILITY STUDY UPDATE

FINAL TECHNICAL REPORT

Prepared By Coffman Associates Airport Consultants

In Association With Angelo Eaton and Associates and Mark J. Greenfield

November 2005 PORT OF PORTLAND TABLE OF CONTENTS

HILLSBORO AIRPORT Hillsboro, Oregon

COMPATIBILITY STUDY UPDATE Final Technical Report

Executive Summary COMPATIBILITY STUDY UPDATE

POTENTIAL NOISE ABATEMENT MEASURES ...... ES-2 IMPLEMENTATION STRATEGIES...... ES-10 POLICY TECHNIQUES ...... ES-14 REGULATORY TECHNIQUES ...... ES-15 EXPENDITURE TECHNIQUES...... ES-17

Chapter One INTRODUCTION AND BACKGROUND

1993 HILLSBORO AIRPORT COMPATIBILITY STUDY...... 1-2 Operational Measures ...... 1-3 Community/Land Use Measures ...... 1-6 AIRPORT COMPATIBILITY REGULATIONS, ROLES, AND RESPONSIBILITIES ...... 1-7 Federal Regulations...... 1-7 State Regulations...... 1-8 Local Regulations...... 1-11

Chapter One (Continued)

LOCAL LAND USE DEVELOPMENT AND GROWTH TRENDS ...... 1-18 Land Use Inventory...... 1-18 Residential Land Use and Growth Trends in the Study Area...... 1-20 Port of Portland Land Ownership...... 1-22 Noise-Sensitive Land Uses...... 1-23 Urban Growth Boundary ...... 1-23 EXISTING AVIATION NOISE CONDITIONS ...... 1-24 FUTURE AVIATION NOISE CONDITIONS ...... 1-24 COMPATIBILITY MEASURES AT COMPARABLE GENERAL AVIATION AIRPORTS...... 1-25 SUMMARY ...... 1-33

Chapter Two AVIATION OPERATIONAL MEASURES

POTENTIAL NOISE ABATEMENT MEASURES ...... 2-3 Aircraft Operating Procedures...... 2-6 Runway Use and Flight Routes ...... 2-11 Facilities Development...... 2-21 IMPLEMENTATION STRATEGIES...... 2-27 SUMMARY ...... 2-31

Chapter Three LAND USE MEASURES

POLICY TECHNIQUES ...... 3-2 Comprehensive Plan...... 3-3 Coordination Agreements...... 3-4 Urban Growth Boundaries...... 3-5 Project Review Guidelines...... 3-6 REGULATORY TECHNIQUES ...... 3-7 Compatible Use Zoning ...... 3-8 Airport Compatibility Overlay Zoning ...... 3-8 Airport Use Zoning ...... 3-9 Development Regulations...... 3-10 Building Codes...... 3-11 Height Restrictions...... 3-11 Transfer of Development Rights...... 3-12 Chapter Three (Continued)

Environmental Zoning...... 3-13 Noise Disclosure Regulations...... 3-13 EXPENDITURE TECHNIQUES...... 3-15 Property Acquisition...... 3-15 Sound Insulation ...... 3-16 Purchase of Avigation Easements ...... 3-16 Purchase Assurance ...... 3-17 Sales Assistance...... 3-18 Development Rights Acquisition...... 3-19 SUMMARY ...... 3-19

Chapter Four COMPATIBILITY RECOMMENDATIONS

LAND USE MANAGEMENT ...... 4-2 Land Use Management Recommendations...... 4-3 AVIATION OPERATIONAL MANAGEMENT...... 4-7 Aviation Operational Management Recommendations...... 4-8 Program Management Recommendations ...... 4-18 SUMMARY ...... 4-22

TABLES

ES-1 BASIC TYPES OF AVIGATION AND HAZARD EASEMENTS ...... ES-18 ES-2 POTENTIAL MEASURES TO BE GIVEN HIGH PRIORITY...... ES-20

1A PERMITTED USES WITHIN SCFI ZONE...... 1-14 1B 2003 LAND USES IN HILLSBORO AIRPORT STUDY AREA ...... 1-19 1C 2005 RESIDENTIAL LAND USES IN HILLSBORO AIRPORT STUDY AREA – CURRENTLY DEVELOPED ...... 1-20 1D NUMBER OF EXISTING (2005) DWELLINGS AND DWELLING TYPES IN HILLSBORO AIRPORT STUDY AREA ...... 1-20 1E VACANT RESIDENTIAL IN STUDY AREA AS PERCENT OF OVERALL HILLSBORO BUILDABLE LANDS INVENTORY (BLI)...... 1-21 Tables (Continued)

1F SIZE OF VACANT RESIDENTIAL LANDS IN STUDY AREA BY CITY OF HILLSBORO LAND USE DESIGNATION ...... 1-21 1G POTENTIAL NUMBER AND TYPE OF DWELLING UNITS IN THE STUDY AREA...... 1-22 1H SUMMARY OF NOISE ABATEMENT MEASURES AT COMPARABLE AIRPORTS...... 1-26

2A SUMMARY OF 14 CFR PART 161 STUDIES ...... 2-5 2B HELICOPTER PATTERN USE BY PRIORITY...... 2-14

3A BASIC TYPES OF AVIGATION AND HAZARD EASEMENTS ...... 3-17

4A HELICOPTER PATTERN USE BY PRIORITY...... 4-12 4B POTENTIAL MEASURES TO BE GIVEN HIGH PRIORITY...... 4-23

EXHIBITS

ES-1 NBAA NOISE ABATEMENT DEPARTURE PROCEDURES...... after page ES-4 ES-2 CURRENT HILLSBORO AIRPORT RUNWAYS ...... after page ES-4 ES-3 POTENTIAL NOISE ABATEMENT DEPARTURE TRACKS...... after page ES-8 ES-4 MASTER PLAN CONCEPT AIRSIDE ...... after page ES-10

1A GENERALIZED ZONING/PLAN DESIGNATIONS IN THE HILLSBORO AIRPORT STUDY AREA...... after page 1-14 1B WASHINGTON COUNTY AND CITY OF HILLSBORO COMPREHENSIVE PLAN DESIGNATIONS IN THE HILLSBORO AIRPORT STUDY AREA ...... after page 1-18 1C 2004 CITY OF HILLSBORO BUILDABLE LAND INVENTORY HIGHLIGHTING RESIDENTIAL LANDS ...... after page 1-22 1D POTENTIALLY NOISE-SENSITIVE USES IN THE HILLSBORO AIRPORT STUDY AREA ...... after page 1-24 1E 2003 NOISE EXPOSURE CONTOURS ...... after page 1-24 1F PROJECTED LONG TERM NOISE EXPOSURE CONTOURS ...... after page 1-24

2A NBAA NOISE ABATEMENT DEPARTURE PROCEDURES ...... after page 2-8 Exhibits (Continued)

2B SCREENING ANALYSIS AIRCRAFT OPERATING PROCEDURES...... after page 2-12 2C POTENTIAL NOISE ABATEMENT DEPARTURE TRACKS...... after page 2-16 2D SCREENING ANALYSIS RUNWAY USE & FLIGHT ROUTES ...... after page 2-20 2E MASTER PLAN CONCEPT AIRSIDE ...... after page 2-22 2F SCREENING ANALYSIS FACILITIES DEVELOPMENT...... after page 2-28 2G SCREENING ANALYSIS IMPLEMENTATION STRATEGIES ...... after page 2-30

3A SCREENING ANALYSIS POLICY MEASURES ...... after page 3-8 3B SCREENING ANALYSIS – REGULATORY MEASURES ...... after page 3-14 3C SCREENING ANALYSIS EXPENDITURES MEASURES ...... after page 3-20

4A LAND USE MANAGEMENT RECOMMENDATIONS ...... after page 4-2 4B AVIATION OPERATIONAL MANAGEMENT RECOMMENDATIONS ...... after page 4-8

Appendix A CITY OF HILLSBORO AND WASHINGTON COUNTY COMPREHENSIVE PLAN AND DEVELOPMENT CODE TEXT

Appendix B STATE REGULATIONS

Appendix C MODEL PUBLIC USE AIRPORT SAFETY AND COMPATIBILITY OVERLAY ZONE FOR PUBLIC USE AIRPORTS WITH INSTRUMENT APPROACHES PORT OF PORTLAND Executive Summary COMPATIBILITY STUDY UPDATE EXECUTIVE SUMMARY PORT OF PORTLAND

COMPATIBILITY Study update

In the 77 years since the first plane took off at the Hillsboro Airport, the community and the airport have changed dramatically. The Port of Portland (Port) assumed ownership of the airport from the City of Hillsboro in 1966. Since then, both the Port and the City have introduced measures over the years to keep aviation activity, when possible, over relatively less populated areas of the community. Hillsboro Airport has a long history of noise management dating back to the 1973 Airport Master Plan. The Hillsboro Airport (HIO or Airport), like most urban airports, can still occasionally be a source of controversy and conflict in the community. Concern about noise has risen as residential development has crept closer to the airport due to a tightly drawn urban growth boundary and increasing airport activity. New technologies have improved the noise characteristics of modern aircraft, but the overall fleet and number of operations at the Airport have grown since that time.

A range of aviation planning tools is available to tackle issues of compatibility. Airport master plans address compatibility at a very basic level by forecasting future aviation activity and estimating noise exposure from changes in aircraft operations. A formal "Noise Compatibility Study" prepared under Part 150 of the Federal Aviation Regulations (FAR) is a much more extensive project and is typically undertaken as a stand-alone effort at airports where significant noise exposure is occurring off-airport and on land with noise-sensitive development such as homes, schools, and hospitals. An airport compatibility study achieves many of the same objectives of a Part 150 study, examining many of the same strategies for controlling

ES-1 land use and aircraft operations. tion strategies for use at Hillsboro However, since it does not have to fol- Airport were examined. The following low the rigid requirements of a FAR screening criteria were used to evalu- Part 150 Study, an airport compatibil- ate each: ity study can be tailored to the specific needs of a local airport and its sur- • Financing/Value – What are the roundings. costs and benefits involved with implementation? This Airport Compatibility Study Up- date revisited the noise management • Feasibility/Acceptability – Is efforts and land use policies estab- the measure politically, socially, lished for Hillsboro Airport in the and financially feasible to imple- 1993 Airport Compatibility Study, as- ment? sessed measures put in place by the Port since 1993, and identified a num- • Safety/Capacity – What are the ber of possible measures, policies, and impacts on operational safety and procedures that could be implemented the capacity of the airfield? in the future to improve compatibility. • Balance – Does the measure balance the needs of both the airport Chapter One – Introduction and community? and Background This evaluation determined whether The first chapter of the Airport Com- or not a potential measure or strategy patibility Study looked at the history had a positive, neutral, or negative ef- of compatibility planning at Hillsboro fect. The evaluation is described on Airport. It included an overview of the following pages. airport compatibility regulations at the federal, state, and local levels and described land use development and POTENTIAL NOISE growth trends in the Hillsboro area. ABATEMENT MEASURES Existing and future noise conditions at the airport were modeled using FAA A number of potential noise abate- protocols. Finally, compatibility pro- ment techniques were identified based grams at airports similar in character on research done relative to compati- to Hillsboro Airport were investigated bility measures at airports comparable to see if other airports had programs to Hillsboro Airport. These techniques and strategies that could be effective. have the potential to either reduce the size of the noise contours or move aircraft-generated noise to other areas Chapter Two – Aviation where it is less disruptive. All of the Operational Measures potential noise abatement measures discussed and examined below would The full range of potential noise be voluntary and the pilot would have abatement measures and implementa- the sole discretion to comply with such ES-2 measures. These measures can be The NBAA standard departure proce- broadly categorized as: 1) aircraft op- dure calls for a thrust cutback at 1,000 erating procedures; 2) runway use and feet above ground level (AGL) and a flight routes; and 3) facilities devel- 1,000 feet-per-minute climb to 3,000 opment. feet altitude during acceleration and flap retraction. The close-in procedure is similar, except that it specifies a A. Aircraft Operating Procedures thrust cutback at 500 feet AGL. While both procedures effectively reduce After looking at measures being used noise, the locations of the reduction at other airports for mitigating air- vary with each. Many aircraft manu- craft noise, six (6) possible aircraft op- facturers have developed their own erating procedures that could be effec- thrust cutback procedures. Neither tive at the Hillsboro Airport were NBAA procedure is intended to re- evaluated. These included the follow- place the procedure recommended by ing: the manufacturer and published in the aircraft operating manual. • Reduced thrust takeoffs • Thrust cutbacks after takeoff The standard NBAA or manufac- (for jets) turer’s suggested close-in procedure • Maximum climb departures that results in lower noise levels near • Minimum approach and pattern the airport is better suited for the altitudes Hillsboro area given the distance of • Noise abatement approach proce- noise-sensitive uses from the runway dures ends. While the preceding discussion • Limitations on use of reverse has focused on turbine-powered air- thrust during landings craft thrust reductions, piston- powered aircraft with constant speed Based on the evaluation of these pos- propellers can also reduce noise output sible measures, only two were selected through power reductions and propel- to be carried forward to the final chap- ler pitch changes after takeoff. Piston- ter of the Airport Compatibility study powered aircraft with constant speed for implementation (thrust cutbacks propellers should be encouraged to re- and reverse thrust). duce takeoff power to climb power as soon as practical after departure and Thrust Cutbacks after Takeoff (For to reduce propeller revolutions per Jets) - The National Business Aircraft minute (RPMs) and propeller noise. Association (NBAA) has prepared noise abatement takeoff and arrival Reverse Thrust Restrictions - Thrust procedures for business jets that have reversal is routinely used to slow jet become an industry standard for such aircraft immediately after touchdown. operators. There are two types of de- Thrust reversers redirect the flow of parture procedures: the standard pro- the jet engine thrust toward the front cedure and the close-in procedure. of the aircraft and generate a consid- These are illustrated in Exhibit ES-1. erable amount of noise that would not

ES-3 occur if wheel brakes alone are used. 3. Construct high-speed exits on Limits on the use of thrust reversal Runway 30 as shown in the 2005 Air- can reduce noise impacts off the sides port Master Plan to encourage pilots of the runways, although they would to limit the use of reverse thrust after not significantly reduce the size of the landing. noise contours. The goal of this is to voluntarily reduce the noise from reverse thrust when aircraft land at B. Runway Use And Flight Routes HIO. Reverse thrust restrictions can significantly reduce landing safety The pattern of land use around an margins on shorter runways and in- airport provides clues to the design of crease runway occupancy time. While aircraft arrival and departure corri- the use of reverse thrust can reduce dors for noise abatement. By placing brake wear, newer generation brake local air traffic over more compatible pads are not prone to excessive wear land uses via potential measures such when used by experienced aircraft as a runway use program, controlled owners. To be effective, this measure touch-and-go/training activity, and will require the construction of addi- modified departure and arrival corri- tional exit taxiways on Runway 12-30. dors, noise impacts may be signifi- Additional exits, particularly high- cantly reduced in those areas noted as speed exit taxiways, allow aircraft to being incompatible with airport opera- exit the runway at a higher rate of tions. Of the seven (7) such measures speed compared to traditional exit examined and evaluated, five (5) were taxiways that are oriented perpen- included in the recommendations dicular to the runway centerline. The chapter and are described below. construction of up to four high-speed exit taxiways is currently scheduled Runway Use Programs - Runway use for 2008. programs for noise management encourage aircraft to arrive and depart Recommendations: on specific runways in order to reduce overflights of noise-sensitive parts of Three specific recommendations were the community. There are two types developed for Hillsboro Airport from of runway use programs: rotational the potential aircraft operating proce- and preferential. Rotational runway dures measures discussed above. use is intended to distribute aircraft These include: noise equally off all runway ends. Preferential runway use programs are 1. Encourage the use of thrust cut- intended to direct as much aircraft back after departure for jet aircraft. noise as possible in one direction. In The NBAA close-in procedure is most both cases it is typically the direction applicable for departures. of aircraft departure that is of concern since this is when high power settings 2. Aircraft should avoid unnecessary create the most amount of engine overflight of urban residential areas and/or propeller noise. Exhibit ES-2 below 1,000 feet above ground level notes those runways currently in use (AGL). at the Airport.

ES-4 STANDARD PROCEDURE

At 1,000 feet AFL, accelerate to final 03MP01-ES1-12/14/05 segment speed (Vfs) and retract flaps. Power reduced to a quiet climb setting while maintaining 1,000 FPM maximum climb rate and airspeed not to Above 3,000 feet AFL, exceed 190 KIAS until normal climb schedule reaching 3,000 feet resumed with gradual AFL. If ATC requires application of climb level-off prior to power. reaching 3,000 feet AFL, power must be reduced so as not to Maximum practical rate exceed 190 KIAS. of climb at V2+20 KIAS to 1,000 feet AFL with takeoff flap setting.

3,000' 1,000'

BRAKE LIFT END OF AIRPORT RELEASE OFF RUNWAY BOUNDARY

CLOSE-IN PROCEDURE

At 1,000 feet AFL, accelerate to Vfs and retract flaps. Maintain quiet climb power, 1,000 FPM climb rate Above 3,000 feet AFL, and airspeed not to normal climb schedule exceed 190 KIAS until resumed with gradual reaching 3,000 feet application of climb At 500 feet AFL, power AFL. If ATC requires power. reduced to a quiet climb level-off prior to setting while maintaining reaching 3,000 feet 1,000 FPM climb rate AFL, power must be and V2+20 KIAS until reduced so as not to reaching 1,000 feet AFL. exceed 190 KIAS.

Maximum practical rate of climb at V2+20 KIAS to 500 feet AFL with takeoff flap setting. 3,000' 1,000' 500'

BRAKE LIFT END OF AIRPORT RELEASE OFF RUNWAY BOUNDARY

Exhibit ES-2 Current Hillsboro Airport Runways

A 1994 Memorandum of Understand- Runway 12 after the tower is closed. ing (MOU) between the Port and the Some jet aircraft have departed Run- FAA designates Runway 30 as the pre- way 12 instead of Runway 30 as dic- ferred departure runway. This is an tated by the runway use policy after informal preferential runway use pro- the tower is closed. While the best gram that places a majority of the de- means to ensure limited use of Run- parture operations at the airport to way 2 is to have the tower not issue the northwest of the airport over pri- departure clearances for the runway, marily agricultural uses and open the tower is not open 24 hours per space. The intent of the existing pref- day, and pilots do not receive direct erential runway use program is to guidance during times the tower is minimize the use of Runway 12. A closed. Continued pilot awareness 1998 tower order places limitations on and knowledge is needed to ensure the use of Runway 12 for jet depar- compliance with the limitations on the tures. use of Runway 12 after the tower is closed. Consideration needs to be given to specifically limiting departures on ES-5 The 1994 MOU between the Port and to the west of the airport over a mix- the FAA also identified Runway 2-20 ture of commercial, industrial, and as “a highly noise-sensitive runway” residential land uses. Bravo pattern for which the “use of Runway 20 for is located east of the airport over in- takeoffs and Runway 2 for landings dustrial and residential land uses. should be avoided unless wind or op- Charlie pattern is located north of the erational conditions dictate other- airport over large undeveloped parcels wise.” Preferential runway use pro- and industrial and commercial land grams do not affect safety or capacity uses. To the north of Evergreen Road, as the program allows for the use of Charlie pattern does extend over low- runways based on wind conditions. density residential associated with the agricultural land uses in that area, Touch-and-Go Operational Changes - but compared to the Alpha and Bravo This activity consists of a pilot practic- patterns, Charlie pattern has far ing takeoff and landings to the same fewer residential overflights. runway end while staying within the aircraft traffic pattern. A touch-and- A November 2004 Memorandum of go involves an aircraft making a land- Understanding (MOU) between the ing and then departing without exit- Hillsboro Airport Tower, the Port of ing the runway. At many airports, Portland, and Hillsboro Aviation Inc., touch-and-go operations are associated establishes a means of implementing with primary pilot training, although specific measures to reduce helicopter this type of operation is also done by training noise. The MOU states that licensed pilots who practice ap- helicopters can operate in the training proaches to perhaps an unfamil- patterns during daylight hours seven iar/new airport. Touch-and-go’s or days per week. Helicopters must use multiple approaches are frequently the higher altitude fixed-wing pattern done at Hillsboro Airport. In 2004, when flying after daylight. In addi- there were 152,531 local general aviation, helicopter training patterns are tion operations (generally involving not to be flown on Thanksgiving Day, multiple approaches or touch-and- Christmas Day, New Year’s Day, and go’s). Runway 2-20 is closed to touch- Fourth of July. This MOU establishes and-go operations between 2200 (10:00 areas of responsibility and operating p.m.) and 0600 (6:00 a.m.) local time. parameters for the three patterns. It This measure is already a component also states that no more than four of the noise abatement program at the helicopters can be flown at one time airport. Touch-and-go activity at and no more than two patterns can be night is limited on Runway 2-20, used at one time. Furthermore, the which has been identified as “a highly preferred training pattern is Charlie. noise-sensitive runway.” Since HIO has so many aircraft opera- Helicopter Pattern Use - Hillsboro tions, many of which are by student Airport has three helicopter training pilots, the segregation of helicopter patterns referred to as Alpha, Bravo, and fixed-wing traffic needs to con- and Charlie. Alpha pattern is located tinue for safety reasons and to more

ES-6 efficiently control air traffic. The pri- fly to Evergreen Road before initiating ority for the use of Charlie pattern any turns. These procedures could should be retained. The Charlie Pat- also be overlaid in the future with a tern should be relocated to the east as series of waypoints to define an area shown in the 2005 Airport Master navigation (RNAV) departure proce- Plan once the parallel runway is con- dure for use during inclement structed. weather.

Departure Turns - A common noise There are no viable departure corri- abatement technique is to route de- dors for aircraft departing Runways parting aircraft over noise-compatible 12 (Runway 12L and 12R after the areas after takeoff. In order to be fully parallel runway is constructed) and effective, the compatible corridor must Runway 20. The best method for com- be relatively wide and closely aligned patibility for departures on these with the runway so that turns over the runways is to limit use with the run- area are practical. way use programs described earlier.

Two viable noise-compatible corridors Instrument and Visual Approaches - exist for aircraft departing Hillsboro Approaches involving turns relatively Airport. These noise-compatible corri- close to the airport can sometimes be dors are located along the extended defined over noise-compatible corri- centerlines of Runway 30 and Runway dors. These can be designed as either 2 and are depicted on Exhibit ES-3. visual or instrument approaches. Vis- These corridors currently include large ual approaches offer a greater degree areas of open space or indus- of flexibility regarding their final ap- trial/commercial land uses. proach courses. Visual approaches for smaller aircraft need a stabilized, A departure turn program directs air- straight-in final approach up to one craft to fly along the runway heading mile. If large aircraft are involved, a until reaching a designated landmark longer straight-in final approach of at or distance from the departure runway least two miles would be needed. end prior to turning on course. For Runway 30 (30L and 30R, once the Instrument approach procedures are a parallel runway is constructed), air- series of predetermined maneuvers craft flying during visual flight condi- established by the FAA, using ground- tions could maintain runway heading based navigational aids that assist pi- until crossing N.E. Jackson School lots in locating and landing at an air- Road. During periods of inclement port during inclement weather condi- weather, pilots may not be able to tions. Very little deviation from these visually identify crossing N.E. Jackson set approach procedures is allowed. School Road after departing Runway 30. In such conditions, pilots could Visual and instrument approaches use distance measuring equipment from the southeast to Runway 30 and (DME) in their aircraft, if available. from the southwest to Runway 2 lack For Runway 2, pilots could be asked to a viable noise-compatible corridor.

ES-7 Small piston engine aircraft approach- tions requiring priority handling, ing Runway 2 and Runway 30 (Run- and if an undue delay will be in- way 30L after the parallel runway is curred during periods that the constructed) should be encouraged to Hillsboro Tower is unable to pro- maintain close-in final approaches. vide visual separation from oppo- An instrument approach from the site direction traffic due to re- northwest to Runway 12 currently stricted visibility conditions. guides aircraft over compatible land uses. 3. Continue limiting the use of Run- way 20 for departure and Runway The 2005 Airport Master Plan recom- 2 for arrival. Runway 2-20 should mends a straight-in instrument ap- only be used when the wind is 10 proach procedure to Runway 30 to re- knots or greater from a direction duce the number of flights over the that is between 170 degrees and City of Hillsboro west of the airport. 230 degrees or 350 degrees and 050 Visual approach procedures with at degrees. least a one nautical mile final approach over noise-compatible corridors 4. Designate Runway 12-30 (Runway could be encouraged for Runways 12, 12R-30L after construction of the 20, and the proposed short parallel parallel runway) as the preferred runway (12L). runway for large aircraft (aircraft over 12,500 pounds) use. Request Recommendations: voluntary restriction on jet use of Runway 2-20. A total of 18 specific recommendations were developed for Hillsboro Airport 5. Close runway 2-20 to touch-and-go considering the runway use and flight landings between 2200 and 0600 route measures discussed above. They (10:00 p.m. – 6:00 a.m.). are: 6. Maintain priority use of helicopter 1. Continue the use of Runway 30 patterns as defined in the Novem- (Runway 30L after construction of ber 1, 2004, Memorandum of Un- the parallel runway) as the pre- derstanding (see Table 2B). ferred departure runway. 7. Develop helicopter reporting points 2. Continue limiting the use of Run- and arrival and departure routes way 12 for jet departures. Do not that route helicopters away from use Runway 12 for jet departures noise-sensitive development. from 2000 to 0900 (8:00 p.m. to 9:00 a.m.) except when wind condi- 8. Relocate the Charlie pattern and tions are between 090 degrees landing area to the east once the clockwise 150 degrees (inclusive) at parallel runway is constructed. 10 knots or more. When the tower is open, requests for the use of 9. Request aircraft departing Runway Runway 12 will be considered for 30 (Runways 30L and 30R after LifeFlight flights or other opera- construction of the parallel run- ES-8

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i d G n g L POTENTIAL NOISE ABATEMENT PORT OF PORTLAND DEPARTURE TRACKS Exhibit ES-3 way) under visual conditions to 17. Establish a straight-in instrument maintain runway heading until approach procedure to Runway 30. reaching N.E. Jackson School Road. 18. Limitation on midfield departures.

10. Request aircraft departing Runway 30 under instrument conditions to C. Facilities Development maintain runway heading until reaching two nautical miles (as Facility development for the purposes measured by distance measuring of noise abatement includes runway equipment [DME]) from the local- extensions, new runways, moving izer antenna. runway arrival/departure thresholds, acoustical barriers, and run-up enclo- 11. Request the FAA change the Farm- sures. Of this total of six (6) possible ington Three Departure Procedure facilities development options, only to limit the left turn after depar- two (2) were selected for inclusion in ture on Runway 30 until the air- this study’s recommendations based craft has reached two nautical on results of the screening evaluation. miles (as measured by distance They are: measuring equipment [DME]) from the localizer antenna. Runway Extensions and New Run- ways - New runways aligned with 12. Request aircraft departing Runway compatible land development or run- 2 to maintain runway heading un- way extensions that shift aircraft op- til reaching Evergreen Road. erations farther away from residential areas are a proven means of noise 13. Request aircraft maintain runway abatement. Hillsboro Airport’s exist- heading until reaching 1,000 feet ing runways generally line up with the AGL for departures from Runway undeveloped corridors to the north- 12 (Runways 12L and 12R once the west and northeast of the airport. parallel runway is constructed) and Therefore, constructing a new runway Runway 20. or runway extension solely for purposes of noise abatement is not feasi- 14. Continue the use of right traffic ble patterns for Runway 2 and Run- way 30. The new parallel runway has the ad- 15. Once the parallel runway is con- vantage of segregating small and large structed, establish a right traffic aircraft operations. This increases the pattern for Runway 30R. capacity of the airfield and reduces delay. There is a small improvement in 16. Encourage close-in (less than one community noise exposure when air- mile) final approaches for Runways craft spend less time waiting to take 2 and 30 (Runways 30L and 30R off and lingering in the traffic pattern after construction of the parallel waiting to land. This new runway will runway). require the helipad associated with

ES-9 the Charlie pattern to be relocated far- 12 end where an earthen berm has ther northeast. Exhibit ES-4 depicts been constructed to absorb noise en- the new runway and the relocated ergy during run-up. The 2005 Airport Charlie pattern helipad. The new Master Plan recommended moving parallel runway and the future “Char- this maintenance run-up area from lie” pattern helipad are anticipated to the north end of Taxiway A to a new reduce noise levels over dense residen- location near the east end of Taxiway tial areas southwest and southeast of C. This will move aircraft run-up ac- the airport. tivity closer to the center of the airport and further away from noise-sensitive Constructing a parallel runway for land uses. Exhibit 2E depicts the cur- small aircraft use will reduce the rent and proposed run-up areas. number of operations to Runway 30 (particularly the repetitive touch-and- Recommendations: go operations), and will allow for the traffic patterns to be more consistent Two specific recommendations were and uniform as aircraft spacing does developed for Hillsboro Airport consid- not have to meet the requirements of a ering the runway use and facilities de- wide variance in aircraft operating velopment measures discussed above. speeds. They are:

Run-up Areas and Enclosures - Engine 1. Establish a maintenance run-up run-ups are a necessary and critical policy. part of aircraft operation and maintenance. Pre-departure run-ups are re- 2. Relocate the maintenance run- quired for all piston aircraft to ensure up area north of the Runway 20 the safe operation of the engine and end as shown in the 2005 Air- systems. These run-ups occur at the port Master Plan. end of the runway and usually only occur for a few minutes. Run-ups are required for various aircraft mainte- IMPLEMENTATION nance operations as well. They are STRATEGIES necessary to diagnose problems and test the effectiveness of recently com- The success of the noise abatement pleted maintenance work. It is possi- program requires a continuous effort ble for engine maintenance run-ups to to encourage and monitor program be restricted by airport operators (i.e., compliance, track and respond to noise time of day, location). Existing air- complaints and develop and distribute craft maintenance run-up noise im- information on the “Fly Friendly” pro- pacts could be mitigated through the gram. All three of strategies are dis- installation of a relocated run-up pad cussed below and are included in the or enclosure. recommendations of this study.

The Airport’s present maintenance run-up area is located at the Runway

ES-10 LEGEND Existing Airport Property Line Ultimate Airport Property Line 03MP01-ES4-12/14/05 Potential Property Acquisition Ultimate Pavement Existing Runway Visibility Zone Ultimate Runway Visibility Zone Object Free Area (OFA)

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PORT OF PORTLAND Exhibit ES-4 MASTER PLAN CONCEPT AIRSIDE A. Monitor Noise Abatement Meas- ment efforts. Second, the permanent ure Compliance noise monitors could also be used to accurately determine the extent of the Monitoring compliance with the noise change in noise contours over the abatement measures involves check- densely developed areas south and ing periodically with airport users and west of the airport where a significant the local tower manager regarding number of noise complaints are gener- procedure usage. It may be necessary ated. Finally, the Airport would have from time to time to arrange for noise the means to correlate specific aircraft monitoring, noise modeling, or flight noise events to noise complaints. Over track analysis to study issues that time, this information could be used to may arise in the future. further refine noise abatement measures at the airport. This system could Meetings between airport staff, air- also be a valuable evaluation tool for port users, airport tenants, and pri- existing noise abatement procedures. vate citizens may also be necessary. These meetings are beneficial as they allow airport staff to gain an under- B. Tracking and Responding to Noise standing of future potential issues and Complaints the success of the current noise abatement policies and procedures. Tracking noise complaints can aid in understanding the geographic distri- Regular meetings between airport us- bution of the public’s airport noise ers and the tower manager are benefi- complaints. It should be noted, how- cial as they allow the Port to gain a ever, that noise complaints by them- better understanding of the success of selves cannot be taken as a complete the current noise abatement policies assessment of a noise problem. Many and procedures and potential issues unpredictable variables can influence that may be of concern in the future. whether a person chooses to file a noise complaint. Some people who are The Port has installed permanent annoyed may find it inconvenient or noise monitors around the airport. intimidating to call and complain. Consideration could be given to en- Others who decide to complain may be hancing the noise monitoring system unusually sensitive to noise or may be with a flight tracking system. When especially anxious about aircraft over- radar is installed by the FAA, individ- flights. Unusual events, rather than a ual aircraft that show up on radar as a long-term situation, may also prompt flight track can then be linked to spe- a complaint. cific noise levels at the permanent noise monitors. C. “Fly Friendly” Program The noise and flight track system would serve several objectives for the A “Fly Friendly” program is intended airport. The first objective would be to to be a comprehensive outreach effort build confidence in the airport’s noise to educate all stakeholders in the air- exposure modeling and noise abate- port environs about noise abatement ES-11 efforts. Generally, they are intended considering the implementation to open communication between the strategies discussed above. airport, airport users, and local residents. These programs typically in- 1. Promote the Aircraft Owners and clude pilot guides and videos, regular Pilots Association (AOPA) Noise pilot briefings, neighborhood meet- Awareness Steps for light aircraft. ings, and real estate agent seminars. 2. Limit formation/multiple aircraft The Port has established a Fly flights without the approval of the Friendly program that includes a pilot Airport Manager. guide and distributes noise abatement information through the internet. The 3. Install radar coverage to the sur- “Fly Friendly” program components face at Hillsboro Airport. applicable to pilot education can be expanded to include the following ef- 4. Monitor noise abatement compli- forts: ance, enhancing with flight tracking once radar coverage is available • Distribute a pilot guide describing at Hillsboro Airport. airport noise abatement information at Hillsboro Airport. 5. Maintain the permanent noise monitoring system to monitor noise • Include the noise abatement poli- abatement compliance. cies in the FAA’s Airport/Facility directory. 6. Maintain the system for receiving, analyzing, tracking, and respond- • Include the noise abatement poli- ing to noise complaints. cies on the Port’s web page. 7. Continue the “Fly Friendly” pro- • Post information signs and posters gram. in public areas at the airport identifying the noise abatement pro- 8. Establish a standing advisory gram. committee of interested citizens and tenants to regularly review • Conduct meetings with pilots to and discuss airport issues with discuss safety and noise abatement Port staff. procedures at the airport. 9. Establish a public outreach pro- • Produce pilot educational materials gram to discuss the noise abate- to educate pilots about the Port’s ment program with the general noise abatement program. public to raise awareness and ensure potential residents near the Recommendations: airport are aware of the location of the airport and the efforts under- Nine (9) specific recommendations taken for improved compatibility. were developed for Hillsboro Airport Elements could include:

ES-12 a. Printed publications such as Various land use management meas- brochures and newsletters. ures that could prevent or reduce the potential for future adverse effects of b. Public information meetings airport-generated noise on land uses with homeowners’ associations, near HIO were identified and then citizen participation organiza- grouped into the following three broad tions (CPOs), civic groups, local categories: governmental meetings, etc. 1) Policy Techniques c. Meetings with representatives 2) Regulatory Techniques from the real estate industry. 3) Expenditure Techniques

While the purpose of the policy and Chapter Three – Land Use regulatory techniques is to address ex- Measures isting and guide future development, the expenditure techniques involve po- The FAA has established formal land tential payments for mitigation assis- use compatibility guidelines stating tance. All of the potential land use that residential land uses at or above measures discussed and examined be- the 65 day-night-level (DNL) are non- low would be voluntary in terms of the compatible land uses around airports. degree of implementation as dictated The DNL contour represents the av- by local governing agencies responsible for such controls/techniques. erage noise level from all aircraft types over a year’s period of time. The following screening criteria were DNL is the accepted federal and state developed and applied to the broad noise standard used to depict airport range of potential land compatibility noise contours which serve as a juris- measures to help identify the most dictional boundary for federal noise probable measures for implementa- funding participation. It is also the tion. common jurisdictional noise measure used for local land use planning. Financing/Value – What are the In general, most land uses (including costs and benefits involved with im- residential) are considered compatible plementation of this measure? below where average noise exposure is less than 65 DNL contour. These Feasibility/Acceptability – Is the guidelines are also accepted as the ba- measure politically, socially, and fi- sis for land use planning in Oregon. nancially feasible to implement? However, the Oregon Department of Environmental Quality goes one step Consistency/Coordination – Does further by requiring noise mapping of the measure ensure/allow for a coordi- the 55 DNL contour for local land use nated planning process between planning purposes. Washington County, the City of Hills- boro, Metro, and the Port of Portland?

ES-13 Balance – Does the measure balance Plan should be adopted as part of the the needs of both the airport and City of Hillsboro and Washington community? County comprehensive plans.

Proactive – Does the proposed meas- Coordination Agreements - A coordi- ure minimize future increases of in- nation agreement is an agreement be- compatible development? tween multiple jurisdictions and other public agencies that are affected by an Similar to what was done for the pos- airport. Since aircraft operations at sible aircraft operational measures, a the Hillsboro Airport can affect land in rating system was developed and in- the jurisdictions of both the City of corporated into the analysis to easily Hillsboro and Washington County, a identify whether or not a proposed coordination agreement with both ju- land use measure had a positive neu- risdictions may be helpful in planning tral or negative, effect. effective land use compatibility measures. A coordination agreement would define overall compatibility goals and POLICY TECHNIQUES objectives and, more importantly, roles and responsibilities for establishing Policy techniques that can be used to policies to improve and maintain com- guide future development include: patibility, conduct planning, and develop land uses near the Airport. • Addressing aviation in local comprehensive and transporta- Project Review Guidelines - Planning tion plans commissions, planning agencies, and • Coordination Agreements local governing bodies are oftentimes • Project Review Guidelines required to use their own judgment • Urban Growth Boundaries when making decisions on community development issues such as rezoning Of these, only the first three (3) policy applications, variances, conditional techniques were recommended for in- use permit applications, subdivision clusion in the plan for implementa- applications, and proposed public im- tion. provement projects. The exercise of this discretion, however, is con- Comprehensive Plan - Comprehensive strained by the legal requirements of long-range planning addresses airport the applicable ordinances. Where op- planning at the highest policy level portunities exist for planning commis- and is important for land use compati- sions, planning agencies, and govern- bility because it is the policy base for ing bodies to use their own discretion community development. The Port in the development review process, it should work with Washington County may be appropriate to adopt project and the City of Hillsboro to ensure review guidelines that ensure a fuller each comprehensive plan reflects the consideration of airport noise and compatibility measures needed for safety compatibility issues in their Hillsboro Airport. The Airport Layout evaluations. ES-14 The Port of Portland’s Long Range 2. Adopt elements required by OAR Planning & Noise Department staff 660-013-0040 into local Transpor- receive notices of proposed land use tation System Plans (TSPs). actions, such as subdivisions, from local governments. These notices are 3. Establish a coordination agreement reviewed to determine if the proposed to formally establish and preserve development may have a compatibility airport land compatibility meas- issue with aircraft operating at the ures for Hillsboro Airport and iden- airport. A response from the Port may tify responsibilities for implemen- be triggered by the height of a pro- tation of compatibility measures. posed structure, a noise-sensitive use, Coordination agreements would landscaping that might result in a also require certain airport-related wildlife attractant, or the subdivision’s compatibility issues to be ad- proximity to the airport. Written tes- dressed when UGB expansion is timony is prepared and, if necessary, being considered. delivered to the reviewing body (for example, a local government’s Plan- 4. Establish airport-related project ning Commission). In some cases, review guidelines for development Port staff will request conditions of with discretionary review processes approval to mitigate the compatibility such as plan amendments and zone issue, such as noise disclosure state- changes. Determine a boundary ments or avigation easements. within which the project review guidelines would apply. A checklist of airport land use compatibility criteria could be developed, with recommendations for incorpora- REGULATORY tion into current review processes per- TECHNIQUES formed by city officials. This review process could be incorporated into any Regulatory techniques are land use future coordination agreement. and development controls established through local legislation that are in- Recommendations: tended to reduce potential airport noise and safety compatibility issues. Four specific recommendations were These techniques include: developed for Hillsboro Airport considering the policy techniques discussed • Compatible Use Zoning above. • Airport Overlay Zoning

• Airport Use Zoning 1. Update local government Compre- • Height Restrictions hensive Plan to reflect the Pro- • Noise Disclosure Regulations jected Long Term 55 DNL (i.e. year • Development Regulations 2025) contour as the basis for noise compatibility planning. • Building Codes • Transfer of Development Rights • Environmental Zoning

ES-15 The first five (5) regulatory techniques ther allowed, limited or, prohibited in noted above were identified as having specific zones of airport influence insignificant potential for eventual im- cluding the airport direct impact area, plementation. These techniques are the airport secondary impact area, the described in the following paragraphs. runway protection zone and approach surfaces. The model ordinance lan- Compatible Use Zoning - The most guage in the Airport Land Use Com- common regulatory technique in air- patibility Guidebook should be consid- port compatibility planning is to ered as part of the adoption process. eliminate residential zoning from airport-impacted areas. However, in Airport Use Zoning - In contrast to an making rezoning decisions, the im- airport overlay zone, an airport use pacts of the proposed zoning on the ad- zone applies to the airport itself, in- jacent areas must also be recognized. cluding adjacent expansion areas. An Residents may strongly object to the airport use zone is a separate zoning intrusion of non-residential uses into district for the airport, which has the their part of the community. advantage of creating a distinct area of influence for the airport. The City Another zoning technique is to use of Hillsboro does not currently have an conventional zoning to promote airport airport use zone. Washington County compatibility to reduce the potential does have a Public Use Airport Over- number of future residents by reduc- lay District, but it currently applies to ing the permitted housing densities Stark’s Twin Oaks Airport, not to near the airport. Compatible use zon- Hillsboro Airport. The County will be ing is helpful to protect the primary doing its APR compliance for Hillsboro departure routes for the airport should Airport in the near future. the UGB be changed. Future zoning should consider the ultimate/projected A decision to develop airport use zon- 55 DNL contour and maintaining com- ing for the Hillsboro Airport is discre- patibility in the primary approach and tionary with the City of Hillsboro and departure paths. Washington County. Since this zoning only addresses allowable airport uses, Airport Overlay Zoning - Overlay it has little compatibility benefit to the zones apply special standards or surrounding community other than guidelines “over” the top of “base” clarifying the range of land uses al- zones (which remain unchanged), lowed on the airfield so that potential thereby promoting land use compati- residents can make informed buying bility in a specified vicinity of an air- decisions. port through the application of special conditions or restrictions or by limit- Height Restrictions - Restricting the ing or prohibiting certain land uses. height of objects (i.e., buildings, towers, trees) is one of the primary ele- To achieve land use compatibility, a ments for addressing airport land use model overlay zoning ordinance rec- compatibility and safety. Height re- ommends that certain land uses be ei- strictions are used to preserve naviga-

ES-16 ble airspace. Height restrictions are 1. Establish compatible land use des- required by state law to maintain a ignations within the Washington safe operating environment for air- County Community Development craft. However, Statewide Planning Code for the approach and depar- Goal 5 may conflict with these height ture areas north of Evergreen Road restrictions, as trees and other natural presently outside the UGB. growth that may be protected through Goal 5 regulations may violate airport- 2. Establish Airport Overlay Zoning related height restrictions. This confor Hillsboro Airport using the flict should be resolved in local regula- model overlay ordinance provided tions. in the Airport Land Use Compati- bility Guidebook published by the Noise Disclosure Regulations - Noise Oregon Department of Aviation. disclosure regulations, while not actually land use regulations, are intended 3. Establish an Airport Use Zone for to ensure that prospective buyers of the Hillsboro Airport, which would new or existing property are informed regulate on-site airport and air- that the property is or will be exposed port-related industrial, commer- to potentially disruptive aircraft noise. cial, and other uses that may occur The City of Hillsboro currently re- within and beyond the 2025 plan- quires noise disclosure statements as ning horizon. part of all land use approvals for new or existing properties within the fu- 4. Amend development regulations to ture projected 60 DNL contour con- require noise disclosure statements tained in the “most current adopted and avigation and noise easements, Airport Master Plan.” In addition, if appropriate, to meet compatibil- land use approvals within the future ity standards adopted by the City projected 55 DNL contour are to be of Hillsboro or Washington County. conditioned to require disclosure of po- Determine the boundary in which tential noise impacts from airport op- these regulations apply. erations. Washington County currently has no such policy in place. 5. Maintain existing height restrictions within existing zoning ordi- Consideration should be given by nances and community develop- Washington County to developing a ment code. Update to reflect the similar process to that of the City of Airport Airspace Drawing included Hillsboro for requiring noise disclosure in the 2005 Airport Master Plan statements for unincorporated Wash- ington County developments that fall inside the airport’s influence area. EXPENDITURE Recommendations: TECHNIQUES

Five (5) specific recommendations Land use management techniques re- were developed for Hillsboro Airport quiring direct expenditures include considering the policy techniques dis- the following: cussed above. ES-17 • Property Acquisition Purchase Of Avigation Easements - • Sound Insulation Acquiring avigation or “hazard” ease- • Purchase of Noise and Aviga- ments is another effective and relation Easement tively affordable method to help en- • Purchase Assurance sure land use compatibility in the air- • Sales Assistance port vicinity. One benefit of ease- • Development Rights Acquisi- ments is that they are relatively per- tion manent (they “run with the land”), while other land use control measures, Of these, only one (Avigation Ease- such as zoning code modifications, can ment Purchase) was deemed worthy of be changed. Three types of aviga- carrying forward into the recom- tion/hazard easements are available mended plan for this study. This depending on the situation and the technique is described below. type of land use control required (see Table ES-1).

TABLE ES-1 Basic Types of Avigation and Hazard Easements Easement Type Rights Acquired Model Avigation 1. Right of flight at any altitude above the approach surface. and Hazard 2. Prevents any obstruction above approach surface. Easement 3. Right to cause noise, vibrations, fumes, dust, and fuel particles. 4. Prohibits creation of electrical interference or unusual lighting. 5. Grants right-of-entry to remove trees, buildings, etc. above approach surface. Limited Avigation 1. Right of flight at any altitude above approach slope surface (20:1, 34:1, Easement or 50:1). 2. Prevents any obstruction above approach slope surface. 3. Grants right-of-entry to remove any structure or growth above approach slope surface. Clearance 1. Prohibits any structure, growth, or obstruction above approach slope Easement surface (20:1, 34:1, or 50:1). 2. Right-of-entry to remove, mark, or light any structure or growth above approach slope surface. Source: Airport Land Use Compatibility Guidebook

The Port may consider opportunities Chapter Four – Compatibility for purchasing additional avigation Recommendations easements to protect the operational safety of the airport. Consideration The final chapter of the Airport Com- could be given to comparing current patibility Study summarized the rec- easements with the model avigation ommended measures to abate aircraft and hazard easements included as an noise, control land development, miti- appendix to the Airport Land Use gate the impact of noise on non- Compatibility Guidebook. compatible land uses, and implement

ES-18 and update the program All of the po- for many noise management meas- tential airport operational and land ures, while any land use measures will use measures discussed, examined, have to be adopted by the local juris- and recommended herein are volun- dictions (City of Hillsboro and Wash- tary; the degree of implementation de- ington County). It will be necessary pends on the entity responsible for the for the Port to continue to work with particular measure or technique, this broad range of individuals and whether it is pilots, the FAA, the Port, groups to ensure a successful program. or local governing agencies. The portions of the program that can The Hillsboro Airport Compatibility have the most immediate benefit and Program is intended to provide the potential for immediate implementa- Port with a blueprint for improving tion are related in the aviation opera- the compatibility between aircraft op- tional management measures. Table erations and the community. These ES-2 summarizes the highest priority recommendations build upon the ex- measures that should be coordinated isting and relatively mature noise as soon as possible with the FAA for management program for Hillsboro implementation. This is not to imply Airport. This program has assumed that the other measures should not both the existing conditions at the air- have focused efforts. To the contrary, port and the planned development of each of the recommended measures the airport as depicted on the 2005 requires continued focus for imple- Airport Layout Plan. Many of the mentation, especially those measures measures and steps in this program such as the addition of radar coverage require the cooperation of many dif- and physical improvements, which re- ferent individuals and organizations. quire the cooperation of the FAA and For example, pilots will be responsible time to come to fruition.

ES-19

TABLE ES-2 Potential Measures To Be Given High Priority Recommended Measure 1. Encourage use of thrust cutback after departure for jet aircraft. 2. Aircraft avoid unnecessary overflight of urban residential areas below 1,000 feet AGL. 3. Continue use of Runway 30 as preferred departure runway. 4. Continue limiting use of Runway 12 for jet departures. Do not use Runway 12 for jet departures during 2000 to 0900 except when wind conditions dictate. 5. Continue limiting use of Runway 20 for departure and Runway 2 for arrival. 6. Designate Runway 12-30 as preferred runway for large aircraft. Request voluntary restriction on jet use of Runway 2-20. 7. Runway 2-20 closed to touch-and-go landings between 2200 and 0600. 8. Maintain priority use of helicopter patterns as defined in the November 1, 2004 MOU. 9. Request VFR aircraft departing Runway 30 to maintain runway heading until reaching N.E. Jackson School Road. 10. Request IFR aircraft departing Runway 30 to maintain runway heading until reaching two nautical miles DME from the localizer antenna. 11. Request aircraft departing Runway 2 to maintain runway heading until reaching Evergreen Road. 12. Request aircraft maintain runway heading until reaching 1,000 feet AGL for departures from Runway 12 and Runway 20. 13. Encourage close-in (less than one mile) final approaches for Runways 2 and 30 (Runways 30L and 30R after construction of the parallel runway). 14. Develop helicopter reporting points and arrival and departure routes that direct helicopters away from noise-sensitive development. 15. Limitation of midfield departures. 16. Establish a maintenance run-up policy. 17. Promote the Aircraft Owners and Pilots Association (AOPA) Noise Awareness Steps for light aircraft. 18. Monitor noise abatement compliance, enhancing with flight tracking once radar coverage is available. 19. Restriction on formation/multiple aircraft flights without the approval of the Airport Manager. 20. Maintain permanent noise monitoring system to monitor noise abatement compliance. 21. Maintain the system for receiving, analyzing, tracking. and responding to noise complaints. 22. Continue the “Fly Friendly” Program. 23. Establish standing advisory committee to regularly review and discuss airport issues with Port staff. 24. Establish public outreach program to discuss noise abatement program with the general public.

ES-20 PORT OF PORTLAND Chapter One INTRODUCTION AND BACKGROUND CHAPTER ONE PORT OF PORTLAND

INTRODUCTION & BACKGROUND

In the 77 years since the first plane took off at the Hillsboro Airport, the community and the airport have changed dramatically. In 1928, aircraft were still something of a novelty and Hillsboro was a rural farming community. Today, the City of Hillsboro is the fifth largest in the State of Oregon by population, and the Hillsboro Airport is the second busiest by number of operations (defined as either a takeoff or a landing).

The Port of Portland (Port), which owns the Hillsboro Airport, has introduced many measures over the years since it purchased the airport from the City of Hillsboro in February 1966 to keep aviation activity, when possible, over relatively less populated areas of the community. Likewise, a pattern of land use around the airport has emerged with large tracts in commercial, industrial, and agricultural uses that are not particularly noise-sensitive. The City of Hillsboro and Washington County's development standards include provisions to limit the height of structures in the airport vicinity to reduce risk to aircraft.

Nevertheless, the Hillsboro Airport, like most urban airports, is still a source of controversy and conflict in the community. Concern about noise has risen as residential development has crept closer to the airport due to a tightly drawn urban growth boundary. New state planning goals have been adopted for the protection and enhancement of wildlife habitat; however, they have been implemented

1-1 without full coordination with aviation tent with applicable Oregon regula- wildlife management principals. New tions for noise compatibility planning. technologies have improved the noise characteristics of modern aircraft, but The Port adopted an Airport Compati- the overall fleet and number of opera- bility Study in 1993 to establish land tions at the Hillsboro Airport have use and noise mitigation measures to grown. promote compatibility with Hillsboro Airport’s surrounding community. A range of aviation planning tools is This Airport Compatibility Study Up- available to address issues of compati- date is intended to review the noise bility. Airport master plans address management efforts and land use poli- compatibility at a very basic level (i.e., cies established for Hillsboro Airport mapping average noise exposure); in the 1993 Airport Compatibility supplementary compatibility planning Study, review any measures put in is usually necessary to ensure that lo- place by the Port since 1993, and to cal issues and strategies are incorpo- identify any new policies and proce- rated to the greatest extent feasible. dures that can be implemented in the A Federal Aviation Administration future to improve the compatibility (FAA)-approved Title 14 Code of Regu- between the Hillsboro Airport and the lations (CFR) Part 150 Noise Com- local community. patibility Study is a much more extensive project and is typically under- The remainder of this chapter will taken as a stand-alone effort at air- look at the history of compatibility ports where significant noise exposure planning at Hillsboro Airport; provide (i.e., the 65 day-night noise level an overview of airport compatibility [DNL] and above noise contours) is oc- regulations at the federal, state, and curring off-airport and on land with local levels; describe land use devel- noise-sensitive development. An air- opment and growth trends in the port compatibility study achieves Hillsboro area; describe existing and many of the same objectives of 14 CFR future noise conditions at the airport; Part 150 noise compatibility studies. and summarize compatibility pro- It examines many of the same land grams at airports similar in character use and operational measures for to Hillsboro Airport. compatibility, but since it does not have to follow the specific federal codes, an airport compatibility study, 1993 HILLSBORO AIRPORT such as this study, can be tailored to COMPATIBILITY STUDY the specific needs of a local airport and its surroundings. For example, in The Port of Portland’s first Airport most cases a 14 CFR Part 150 noise Compatibility Study for the Hillsboro compatibility study will only examine Airport was a comprehensive survey of measures within the 65 DNL contour. dozens of operational and commu- For this Airport Compatibility Study nity/land use measures. Each meas- Update, compatibility down to the 55 ure was evaluated for its ability to re- DNL contour will be examined consis- duce conflicts within the community. 1-2 However, at the end of the study, only of the National Environmental Policy a relatively small number of proposals Act (NEPA), a federal law. NEPA re- fell into the category of being both fea- quires that the FAA examine the po- sible and effective enough to be rec- tential impacts of the proposed run- ommended for implementation. It is a way against more than 20 environ- useful exercise to reexamine some of mental categories prior to providing those recommendations, their present grant funding assistance to the Port of status and consider whether they are Portland. Any impacts must be miti- still feasible and useful ideas for this gated prior to implementation. study update. This is done in the following paragraphs. Identify Location and Need of Run-Up Areas and Necessary OPERATIONAL MEASURES Noise Barriers

Construct Parallel Description: Evaluate locations on Runway for Light Aircraft the airfield to provide aircraft engine run-up areas attenuated by earthen Description: Both the 1996 and 2005 berms and/or other structures. Pro- Hillsboro Airport Master Plans rec- vide an estimate of their relative effec- ommended a 3,600-foot runway for tiveness for attenuating noise- light general aviation aircraft use lo- generated engine run-ups. cated east of Runway 12-30. This runway would segregate small slower Implementation Status: An aircraft from larger faster aircraft. earthen engine run-up barrier is This improves the efficiency of aircraft available on the west side of the Run- operations to the airport. The parallel way 12 run-up area. An additional runway would reduce many of the re- run-up area north of the Runway 20 petitive touch-and-go training opera- end has been identified in the 2005 tions currently occurring on the pri- Hillsboro Airport Master Plan. This mary runway (Runway 30). Segrega- new maintenance run-up area would tion of aircraft also helps to maintain need to be constructed concurrently uniform traffic patterns. Where air- with the extension of Taxiway C to craft of different speeds are operating Runway 20. Taxiway C is needed to to the same runway, some aircraft provide access to the run-up location. must extend flight paths to allow for proper separation between arriving and departing aircraft for safety. Construct Training Helipad

Implementation Status: The paral- Description: Construct an on-airport lel runway is currently planned for facility for helicopter training. Known construction between 2007 and 2011 as the “Charlie” Pattern, it is intended in the 2005 Hillsboro Airport Master to relieve current “Alpha” and “Bravo” Plan. Prior to construction, this pro- Pattern workloads, which overfly ject must conform to the requirements noise-sensitive areas. The 1991 Air-

1-3 port Layout Plan (ALP) showed an in- opportunities to avoid noise-sensitive terim helipad on the southeast end of land uses. the proposed light runway. Implementation Status: A pilots’ Implementation Status: A helicop- guide and noise abatement procedures ter landing site was constructed and have been developed for Hillsboro Air- put into service in October 2004 in the port. The Port has worked with air- northeast corner of the airport to re- craft operators to transition to and lieve training activities from helicop- from Hillsboro Airport over industrial ter patterns on the west (Alpha) and areas and roads to the greatest extent south (Bravo) sides of the airport. A practicable. Further review of the ar- Memorandum of Understanding and rival/departure procedures will be Letter of Agreement between the FAA, completed as part of this Compatibil- the Port of Portland, and helicopter ity Study Update. operators addresses the use of the three patterns and establishes their operating parameters. Restrict Touch-and-Go Operations

Description: Touch-and-go opera- Designate Preferential Runway(s) tions are repetitive arrival/departure events to the same runway in a closed Description: Review existing run- traffic pattern. Limiting hours for way use guidelines that direct aircraft touch-and-go operations can prevent traffic over compatible land uses and noise exposure to residents at times modify them as necessary to reduce when they are most likely to be in aircraft noise over noise-sensitive their homes. communities. Modify the existing memorandum of agreement between Implementation Status: Runway 2- the Port and FAA to include Runway 2 20 has been designated as a “noise- as a “Preferred Runway.” sensitive” runway. Touch-and-go operations on Runway 2-20 between Implementation Status: A Memo- 2200 (10:00 p.m.) and 0600 (6:00 a.m.) randum of Agreement between the local time are not authorized. Port and the FAA has been created. Runway 30 is the designated calm wind runway and Runway 2-20 is Off-Airport Helicopter classified as a “noise-sensitive” run- Training Area way. Description: Determine the feasibility for creating a facility for helicopter Review Airplane training over a relatively unpopulated Arrival/Departure Procedures area at a site distinctly separate and remote from Hillsboro Airport. Description: Review existing approach and departure procedures for

1-4 Implementation Status: Analysis Define an Environmental for this measure has not commenced. Capacity Based Upon Cumulative Noise Level Limits

Establish Recommended Aircraft Description: Establish a target level Operational Techniques of aircraft noise and formulate policies to achieve that level. Description: Establish a pilot training program to raise awareness of Implementation Status: This noise abatement procedures for air- measure has not been implemented. craft operating at Hillsboro Airport to Restricting the capacity of the airport reduce noise impacts within the com- based upon a cumulative noise level munity. would require an FAA-approved Part 161 Study as described in 14 CFR Part Implementation Status: This 161. A Part 161 Study is a cost/benefit measure has been partially imple- analysis that builds upon a Part 150 mented, with the opportunity to ex- study and is designed to compare the pand to include pilot briefings to edu- benefits and costs of a restriction. The cate pilots and the distribution of lit- benefits of the restriction are meas- erature/maps to all Fixed Base Opera- ured by the reduction in population tors (FBOs). impacts within the 65 DNL noise exposure contour. The 65 DNL contour at Hillsboro Airport generally remains Establish a Communication on airport property and does not en- Program for Airport Users compass residential dwelling units. Therefore, an FAA-approved Part 161 Description: Develop a wide variety Study on capacity restriction is of techniques to disseminate informa- unlikely. tion to airport users such as a news- letter, airport tours, and informational meetings to keep airport users abreast Create an Airport/Planning of the wide range of airport issues. Advisory Committee

Implementation Status: Communi- Description: Create a standing cation with tenants and local and vis- committee composed of representa- iting pilots has been established via tives of local government, area resi- several methods: airport website with dents, community businesses, airport pilot information, pilots’ guide materi- users, and FAA representatives to act als, annual public open houses, and as a forum on a broad range of airport quarterly tenant meetings. issues.

1-5 Implementation Status: This avigation easements. Occasionally, measure has not yet been imple- recommendations have included mented. The Port has committed to changing the underlying land use from assembling this committee which will residential to commercial or industrial consist of a balanced group of citizens because of significant concerns over and airport stakeholders to address a compatibility. range of airport issues.

Explore the Adoption of COMMUNITY/ an Airport/Noise Overlay Zone LAND USE MEASURES Description: Create airport- Establish a Community influenced land use districts in which Communication Program building height, residential development, and water impoundments are Description: Develop a program for limited to optimize compatibility with regularly communicating with com- the airport. munity stakeholders and the general public about airport issues. Implementation Status: No action has been taken by the City of Hills- Implementation Status: Imple- boro to create an airport overlay zone. mented with the opportunity for the Requirements of the Oregon Airport program to continue to evolve and Planning Rule now require local gov- adapt. Community events include the ernments to adopt airport compatibil- Hillsboro Airport Annual Open House ity measures into a future comprehen- and Annual Air Show. sive plan.

Identify Measures to Achieve Establish Buyer Compatible Land Uses in the Awareness Measures Vicinity of Airport Description: Avigation easements Description: Examine the existing (see also Approach Protection below), and planned land uses in the vicinity noise disclosure statements and buyer of the airport to determine if they notification could be used to inform could be modified to prevent or limit purchasers of land that an airport is incompatible development. nearby and that a potentially negative experience could result from aircraft Implementation Status: Port staff noise and overflight. has consistently provided comments on land use/development applications Implementation Status: Port staff before the City of Hillsboro that affect has provided comment on land properties near the airport. Gener- use/development applications affecting ally, recommendations include buyer properties near the airport. Gener- noise disclosure statements and/or ally, the staff recommends buyer noise

1-6 disclosure statements and/or avigation development conditions of approval easements. Formalizing these re- imposed by the City of Hillsboro. quirements in the city zoning ordinance could streamline this process. AIRPORT COMPATIBILITY REGULATIONS, ROLES AND Evaluate Feasibility of RESPONSIBILITIES Fee Simple Title Purchase of Adjacent Property FEDERAL REGULATIONS

Description: Fee simple title acqui- The federal government, primarily sition of properties adjacent to the through the FAA, has the authority airport to assure that existing or pro- and responsibility to control aircraft posed incompatible land uses are con- noise sources through the following verted to acceptable designations. methods:

Implementation Status: The Port • Implement and Enforce Air- has made several land purchases for craft Operational Procedures – the protection of approach/departure These include pilot responsibilities, areas and land for future aviation fa- compliance with Air Traffic Control cility development. While these ac- instructions, flight restrictions and quisitions have the indirect benefit of careless and reckless operation of buffering the airport from incompati- aircraft. Where and how aircraft ble uses, the purchases have not been are operated in the National Air- done for that reason. space System is under the sole ju-

risdiction of the FAA.

Acquire Approach • Manage the Air Traffic Control Protection Easements System – The FAA is responsible

for the control of navigable air- Description: Evaluate the purchase space. The agency reviews any or donation of permanent rights to proposed alterations in flight pro- aviate over specific properties, usually cedures for noise abatement on the including the rights to fly, emit noise, basis of safety of flight operations, light and emissions and restrict the safety and efficient use of naviga- height of development on the subject ble airspace, management and con- property. trol of the national airspace and air

traffic control systems, effects on Implementation Status: The Port security and national defense and has made several land purchases for compliance with applicable laws the protection of approach/departure and regulations. At the local level, areas and land for future aviation fa- the Hillsboro Air Traffic Control cility development (see above). Noise Tower has the sole authority to di- and avigation easements have occa- rect the movement of aircraft sionally been obtained through land

1-7 within the five-mile radius of the must incorporate these goals into their Class D airspace it controls. comprehensive land use plans. State- wide Planning Goal 12 addresses • Certification of Aircraft – The transportation and specifies that FAA has required the reduction of transportation networks within the aircraft noise through certification, state should be safe, convenient, and modification of engines, or aircraft economic. This applies to both air replacement as defined in 14 CFR passenger and air cargo systems. Part 36. FAA noise reduction regu- Compliance with this goal can be lations do not apply to military air- achieved by including a transportation craft or aircraft less than 75,000 element in local comprehensive plans pounds, which includes many of that addresses state requirements for the aircraft at Hillsboro Airport. airport planning and compatibility with surrounding land uses. • Pilot Licensing – Individuals licensed as pilots are trained under strict regulations concentrating on Transportation Planning Rule safe and courteous aircraft operat- (OAR 660, Division 12) ing procedures, many of which are designed to lessen the effects of The Transportation Planning Rule aircraft noise. (TPR) addresses the general topic of transportation planning, including • Noise Compatibility Studies – airport planning. The noteworthy 14 CFR Part 150 establishes pro- provisions of the TPR related to air- cedures and criteria for the port planning are as follows: evaluation of Noise Compatibility Studies. 1. OAR 660-012-0020(2)(e) requires that local government transporta- • FAA Order 1050.1E, Environ- tion system plans (TSPs) include mental Impacts Policies and Pro- an airport element. cedures, establishes the 65 DNL contour as the threshold for in- 2. OAR 660-012-0045(2) requires compatible land use and for identi- that local governments adopt land fying significant impacts. use regulations consistent with state and federal requirements to protect airport facilities and corri- STATE REGULATIONS dors for their intended functions.

Oregon Statewide Land Use 3. OAR 660-012-0045(2)(c) requires Program Goal 12: Transportation that local governments adopt measures to protect public use The State of Oregon Department of airports by controlling land uses Land Conservation and Development within airport noise corridors and (DLCD) administer 14 statewide imaginary surfaces, and by limit- planning goals; all local governments

1-8 ing physical hazards to air naviga- The APR implements Oregon Revised tion. Statutes 836.600 through 836.630. Under this section, plan and land use 4. OAR 660-012-0045(2)(d) requires regulations requirements must “en- that local governments establish a courage and support the continued op- process for coordinated review of eration and vitality of airports.” future land use decisions affecting transportation facilities, corridors, Aviation Facility Planning Re- or sites. quirements. The APR outlines facility planning requirements for local 5. OAR 660-012-0045(2)(f)(D) re- governments related to the adoption quires local governments to adopt of comprehensive plan and land use regulations providing notice to pub- regulations for each aviation facility lic entities and agencies that they subject to ORS 836.600 through are protecting transportation facili- 836.630, including all required maps, ties, corridors and sites for their uses, and projections for future facil- identified functions. For the Hills- ity needs. boro Airport, affected agencies would include at least the Port of Airport Safety Overlay Zone. The Portland, the Oregon Department APR directs local governments to of Aviation, and Metro. adopt land use regulations to carry out the requirements of the APR and requires that local governments adopt Airport Planning Rule an Airport Safety Overlay Zone. The (OAR 660, Division 13) purpose of an Airport Safety Overlay Zone is to promote aviation safety by The Oregon Land Conservation and prohibiting structures, trees, and Development Commission (LCDC) other objects of natural growth from adopted the Airport Planning Rule penetrating airport imaginary sur- (APR) to refine the provisions for local faces. government airport regulation contained in Statewide Planning Goal 12 Land Use Compatibility. The APR (Transportation) and the Transporta- includes a list of the compatibility re- tion Planning Rule. The APR estab- quirements for public use airports, lishes a series of local government re- outlining the actions local govern- quirements pertaining to aviation fa- ments must take to move toward cility planning which, according to the compatibility. For example, actions rule’s purpose statement, “…are in- include prohibiting new residential tended to promote a convenient and development and public assembly economic system of airports in the state uses within the runway protection and land use planning to reduce risks zone (RPZ) and limiting certain uses to aircraft operations and nearby land within the noise impact boundary (65 uses.” DNL). See Appendix C for a full list of the required Land Use Compatibility actions.

1-9 Airport Uses at Non-Towered Air- uses and controlling and reducing the ports. Finally, the APR directs local airport/aircraft noise impacts on com- governments to adopt land use regu- munities in the vicinity of airports to lations to allow a variety of uses and “acceptable” levels (below 65 DNL). activities within airport boundaries for non-towered airports. It also al- NAPs are required if the Airport Noise lows local governments to authorize Impact Boundary (within or above the commercial, industrial, manufactur- 65 DNL noise contour) includes a ing, and other uses, in addition to Noise-Sensitive Property and if the those listed in OAR 660-13-0100, Commission finds that there is rea- within the airport boundary where sonable cause to believe that it is nec- such uses are consistent with applica- essary to protect the health, welfare, ble provisions of acknowledged plans, or safety of the public. “Noise- policies, and statewide planning Sensitive Property” is defined as “real goals. This, however, does not apply property normally used for sleeping, or to Hillsboro Airport since the airport normally used as schools, churches, has an FAA air traffic control tower. hospitals, or public libraries. Property used in industrial or agricultural activities is not Noise-Sensitive Property Noise Compatibility Planning unless it meets the above criteria in more than an incidental manner.” OAR 340-035-0045 (DEQ) Noise Control Programs for Airports The elements of a NAP as defined by OAR-340-035-045(b) can be found in Section 340, Division 35 of the Oregon Appendix B. Administrative Rules (OARs) addresses the Oregon Department of Airport Noise Criterion. The Air- Environmental Qualities responsibili- port Planning Rule establishes the ties for regulating noise. It pre-dates Airport Noise Criterion as 55 DNL, the Airport Planning Rule and uses which is lower than 14 CFR Part 150 stronger language to characterize the (in which noise-sensitive areas are de- effects of airport noise. fined as 65 DNL and above). While DEQ requires areas from 55 DNL and Noise Abatement Programs. Under above to be mapped for informational this Rule, Noise Abatement Programs, purposes, noise levels below 65 DNL or NAPs, may be required to achieve are considered compatible land uses, noise compatibility between an airport and no mitigation is required. and its environs. These programs focus on airport operational measures to By keeping its master plan current prevent increased noise and to lessen and preparing supplementary noise existing noise levels. There are multi- management strategies, the Port has ple ways to manage and diminish air- acted consistently with the require- port-related noise and its impacts, in- ments for managing noise under this cluding encouraging compatible land Administrative Rule.

1-10 Oregon Transportation Plan picture of the issues surrounding land use compatibility topics. It includes The Oregon Transportation Plan is the summaries of the many federal and statewide plan for all transportation state regulations related to aviation modes as designated under Goal 12. It and airport planning; a discussion of is a guide for coordinating all trans- safety, environmental and noise- portation networks to ensure efficient related issues; implementation meth- and convenient access to the state’s ods for preventative and corrective op- transportation networks. erational and land management techniques, as well as sample agreements, plans, and zoning ordinances (includ- Oregon Aviation Plan ing model airport use ordinances and model airport safety and compatibility The Oregon Department of Aviation overlay ordinances addressing the re- has adopted the 2000 Oregon Aviation quirements in ORS 836.600 et seq. Plan. The Oregon Aviation Plan is in- and OAR 660, Division 13). The tended to provide guidance for the safe Guidebook is the primary source for and efficient operation of a convenient the potential land management meth- and economically viable system of air- ods referenced later in this document. ports. Additionally, land use compatibility efforts are to be made to reduce accident risks to aircraft operations LOCAL REGULATIONS and to land uses. Ideally, those efforts should be consistent with the Oregon Existing Land Airport Compatibility Guidebook, Use Planning Policies which is described in the following paragraphs. While the vast majority of the airport is located within the incorporated limits of the City of Hillsboro, the noise Oregon Airport and land use compatibility impact ar- Compatibility Guidebook eas will affect a portion of unincorporated Washington County. Therefore, The Airport Land Use Compatibility both city and county regulations are Guidebook (Guidebook) was published relevant to this report. A summary of in 2003 by the State of Oregon De- applicable regulations is included in partment of Aviation to serve as a re- this section. For reference, the actual source for planners, local officials, and local government policy and code lan- citizens regarding airport land use guage has been attached to this docu- compatibility issues. It provides non- ment as Appendix A. mandatory guidance about how local governments might implement land • City of Hillsboro Comprehensive management techniques to improve Plan airport land use compatibility. The Guidebook provides a comprehensive • City of Hillsboro Zoning Ordinance

1-11 • City of Hillsboro Transportation that the city may require as part of System Plan the approval process for airport- related land use decisions located in • Washington County Comprehen- the 60 DNL and 55 DNL contours. sive Plan/Transportation System Plan • Section 10: Economy

• Washington County Community This section notes that land in the vi- Development Code cinity of the airport should be designated for industrial uses in order to take advantage of the special services City of Hillsboro provided by the Port facility so that Comprehensive Plan the airport can become more inde- pendent from Portland. The Hillsboro Comprehensive Plan contains sections and policies that ad- • Section 13: Transportation dress development in the airport vicinity to a greater extent than the City of Section 13 prohibits land uses within Hillsboro’s Zoning Ordinance. This airport noise corridors that are not section summarizes the pertinent or- noise compatible and that can cause dinance sections. physical hazards to air traffic. This section also promotes coordinating • Section 7: Air, Water, and Land with the Port in the implementation of Resource Quality the Hillsboro Airport Master Plan and the creation of a runway protection The policies in this section address the zone (RPZ). Permitting incompatible need to buffer high-impact land use uses is discouraged unless negative activities, like airports, to minimize effects can be mitigated. The section negative effects (i.e., noise). The Im- also requires developers to inform the plementation Measures subsection Department of Environmental Quality calls for limiting land use designations (DEQ) at the earliest opportunity of within the future projected 60 DNL transportation system development contour to industrial, commercial, and projects that may affect their jurisdic- low-density residential uses. It also tional interests, to ensure identifica- directs the city to avoid noise-sensitive tion of noise standards. uses, including high-density residential, within the future projected 55 • Subsection H of Section 13: DNL contour, and medium-density Airport residential development within the future projected 60 DNL contour. An- Subsection H most comprehensively other implementation measure states addresses the Hillsboro Airport and that uses with high concentrations of issues of land use compatibility. The people should be avoided in the air- Airport subsection states that the aircraft approach zones. The section also port shall be maintained and used as, refers to noise-disclosure conditions 1-12 but not expanded beyond, the capabil- is depicted on Exhibit 1A. This map ity of a “general aviation reliever facil- shows that residential zoning is lo- ity.” A general aviation reliever facil- cated south and southeast of the air- ity is defined as an airport designed to port. The Comprehensive Plan Public normally service aircraft up to the ex- Facilities (PF) designation at the air- ecutive jet level only and not intended port location becomes the only Indus- for use by air carrier type equipment. trial (M-2) land in the study area. In- Subsection H directs local ordinances dustrial zoning is located adjacent to to regulate for compatible land uses, the airport on all sides and to the height, landscaping, and industrial northeast. Commercial/office zoning is uses in the airport vicinity. also located adjacent to the airport.

• Section 15: Station Community • Development Regulations in Planning Areas the Hillsboro Zoning Ordi- nance Density targets for the Hawthorne Farm/Fair Complex SCPA assume 45 Most of the zoning districts in the persons per acre. This is a target set Hillsboro Zoning Ordinance (HZO) do for compatibility with the Region 2040 not include development standards Growth Concept. The city will strive specific to the Hillsboro Airport. How- to achieve this density target while ever, the zones comply with the height recognizing the constraints posed by limitations of state and federal airport the RPZ. regulations. The tallest building height allowed in the study area is 85 feet (in the M-P zone). Additionally, City of Hillsboro reflecting Comprehensive Plan poli- Zoning Ordinance cies, land zoned single-family residential will not be allowed to locate in the Exhibit 1A illustrates the City of 60 DNL contour. Also reflecting city Hillsboro zoning districts located in policy, the M-P and M-2 zones are re- the study area, which generally reflect quired to comply with current state air Comprehensive Plan designations. quality and noise statutes and rules as This section identifies the zones lo- administered by the Oregon DEQ. cated inside the Urban Growth Boundary (UGB) in the study area • Supplementary Provisions and summarizes airport-related regulations included in the zoning ordi- This section addresses exceptions to nance. building height limitations, specifying

that no structure or structural part • Zoning within the Study Area shall exceed height standards estab- (inside the UGB) lished for the vicinity of the Hillsboro Airport by the FAA regulations. A depiction of consolidated land uses from the Hillsboro Airport zoning map

1-13 • Significant Natural Resources tion Community Fair Complex Institu- Overlay District tional (SCFI) zone addresses airport- related development in particular, To protect public health and safety, a since part of the district is located in Natural Resource Management Plan the airport RPZ (formerly clear zone). submitted by the Port could provide The SCFI zone recognizes unique land regulatory flexibility in addressing use constraints that should be applied natural resource management issues. in relation to the nearby airport. For Port staff is currently undertaking a example, the section provides an ex- year-long effort to identify what types ception to requiring a reduction of sur- of wildlife frequent the Hillsboro Air- face parking in favor of parking struc- port and its immediate environs, and tures, where it applies to the airport what is characterizing the habitat that RPZ. Here, well-landscaped surface attracts them. parking for large events and facilities for travel trailers and recreational ve- • Section 136: Station Commu- hicles is allowed. Table 1A summa- nity Planning Areas (SCPA) rizes those uses either permitted or otherwise in the SCFI zone. It should Due to their close proximity to the be noted that all development within Hillsboro Airport, the Station Com- this particular zone is to comply with munity zones contain specific regula- applicable provisions of the Airport tions related to the airport. The Sta- Planning Rule.

TABLE 1A Permitted Uses within SCFI Zone Use (P=Permitted Use, C=Conditional Use, N=Not Permitted) SCFI General Industrial Uses N Light-Industrial Uses N Research, Development, and Testing Laboratories N Flex Space Uses N General Office P Office Related to Primary Use P Hospitals N Medical and Dental Offices, Outpatient and Clinical Facilities N Geriatric Care Facilities N Trade and Technical Schools, Colleges and Universities other than Major Institutions N

• Section 137: Development area ratio (FAR) of 0.3. Section 137 Regulations for Station Com- also establishes minimum residential munity Planning Areas density for these properties within a Station Community Residential Dis- Development standards for the SCPAs trict, within Review Area 6, as seven are located in HZO Section 137. Sub- dwelling units per net acre and a sections V and VI of this section limit maximum density of twelve dwelling certain properties to a maximum floor 1-14 A I W T E E S

V T

L U E H H N EL I LEGEND MEEK VE O TIA -SU N 03SP01-1A-09/14/05 N Urban Growth Boundary SET S Existing Light Rail MAX HU TE -SU ! NS Existing Light Rail Stops ET S L U E N Arterial Roads

O T S ET O U

H H Study Area

SC Hillsboro Airport Property

SO Hillsboro Airport Facilities K SU C NS A ET Low-Density Residential J Medium-Density Residential

EVERGREEN Commercial/Office Industrial

E AF20 - Agriculture/Forestry O

N AF5 - Agriculture/Forestry

L L

G O EFU - Agriculture/Forestry

C Information Not Available

H S O

R N N K E O E C S L

K K C E T

R U O

S A

AM BERW OOD

CORNELL

! !

H S

1 Source: City of Hillsboro (2005)

1 T

5 S

S 2005 Regional Land Information System. S

I ! A N MAI N P

N ! ! E ! BASE ! S

D LINE

U I

OAK L

BASELINE E N

H R

T O

1 C

R 0 2,500

B R S I L V 1" = 2500' E L I R

Exhibit 1A GENERALIZED ZONING/PLAN DESIGNATIONS IN THE HILLSBORO AIRPORT STUDY AREA units per net acre. Finally, the section density development in the area if, for states that building height limitations some reason, the Port and the FAA identified in the Hillsboro Airport should change airport operations or if Compatibility Study supersede those technology, safety improvements, or of the FAA. other mitigating circumstances arise which could allow for higher density The development standards of Section development. 137 apply to all of the SCPAs and address a range of standards. An exception applies to the maximum residen- City of Hillsboro Transportation tial density, minimum FAR, and System Plan (TSP) maximum building height for residential development in the Hawthorne In 2003, the City of Hillsboro com- Farm/Fair Complex SCPA. The stan- pleted an update of its TSP. The TSP dards in this section shall comply with includes two airport-related policies. applicable provisions of the Airport Goal 5, Goods Movement, includes the Planning Rule. general policy directing the city to coordinate airport planning with the • Section 142: Hawthorne Port (Policy 2). Goal 1, Safety, includes Farm/Fair Complex Stations a more specific policy (Policy 6) which Community Planning Area addresses compatibility by prohibiting Supplemental Standards land uses within noise corridors that are not noise compatible. It also calls This section of the HZO contains sup- for avoiding the establishment of uses plemental development standards for that are physical safety hazards to air the Hawthorne Farm and Fair Com- traffic. It promotes the coordinated es- plex Stations that specifically address tablishment of the RPZ with Washing- the conflict between the objective to ton County. increase density around light rail stations and the area’s proximity to the Hillsboro Airport. The Washington Washington County County Fair Complex Board of Direc- Comprehensive Plan tors is seeking to develop the land at the Fair Complex into a year-round The Washington County Comprehen- conference and entertainment facility. sive Plan was amended in 2003 to ad- The purpose statement of this section dress the state Airport Planning Rule. acknowledges that land south of Elam The Comprehensive Plan contains Young Parkway is within the flight several airport-related policies, none path safety zone of the Hillsboro Air- of which directly address the Hillsboro port. Consequently, the city must Airport. The Comprehensive Plan is agree with the Port and the FAA that divided into several documents, in- it is in the public interest to maintain cluding the Rural/Natural Resource the current low-density uses and zon- Plan Element, Transportation System ing. However, the city, in effect, is Plan, Comprehensive Framework Plan leaving the door open for higher- for the Urban Area, and various com- 1-15 munity plans. The Rural/Natural Re- sistent with DLCD Airport Planning source Plan Element and the Trans- Rules and ORS Chapter 836 to imple- portation System Plan include land ment this policy. In addition, through use controls for airports. this policy, the county will recognize Portland-Hillsboro airport as the ma- • Rural Plan Element jor aviation facility in Washington County and an airport of regional sig- Policy 5, Noise of the Rural Plan Ele- nificance. To promote its operation, ment of the Comprehensive Plan, ad- the policy states that the county will dresses noise control around airports coordinate with the City of Hillsboro through six implementing strategies. to help ensure compatibility with sur- The first strategy is to investigate the rounding land uses, and the Compre- feasibility of undertaking a study of hensive Plan will be updated to reflect noise problems in the unincorporated any necessary changes resulting from area, and if the study reveals serious this process. noise pollution problems, the airport will consider the feasibility of revising • East Hillsboro Community Plan its existing noise regulations to control identified noise problems. The second The East Hillsboro Community Plan is ensures that land use decisions com- part of the Washington County Com- ply with DEQ noise standards (OAR prehensive Plan. The East Hillsboro 340-035-0045). The third and fourth Planning Area has been identified as strategies require amendments to the part of the City of Hillsboro "Active Community Development Code and to Planning Area." Under the active plan Community Plan elements of the concept, a city accepts planning re- Comprehensive Plan to minimize sponsibilities for areas outside its cor- noise impacts. The fifth strategy deals porate limits because the city feels the with the location of sensitive land area will ultimately have to annex in uses. The sixth and final strategy is to order to receive urban services. Al- work to coordinate with DEQ, ODOT, though some portions of the East and the Port of Portland when estab- Hillsboro Planning Area will have to lishing land use designations near rely upon the city for urban services, airports. other portions can obtain the services for urban development required by the In addition, Policy 28, Airports states county urban growth management that, “It is the policy of Washington policies through service districts other County to protect the function and than the city. Because of this possibil- economic viability of existing public ity for development in both the city use airports, while ensuring public and the county, the City of Hillsboro safety and compatibility between air- and Washington County have agreed port uses and surrounding land uses to a joint planning process for the East for public use airports and for private Hillsboro Planning Area. use airports identified by the Oregon Department of Aviation (DOA).” The The location of the East Hillsboro county will adopt airport overlay con- Area within the Hillsboro Urban

1-16 Growth Boundary reflects the close • Transportation System Plan social and economic interrelationship (TSP) between this Area and the City, and also recognizes the City's role and re- Washington County adopted an up- sponsibility as the employment and dated TSP in December 2004; it con- housing focus for the surrounding tains language that generally ad- area. For these reasons, Hillsboro's dresses land uses in the vicinity of planning efforts have traditionally in- airports. The Air, Rail, Pipeline, and cluded the East Hillsboro Area. Water Background element of the TSP describes Hillsboro Airport as a re- While the East Hillsboro Community liever airport for Portland Interna- Plan does not include policies, it ad- tional Airport, providing passenger dresses issues related to the airport shuttle service and serving the major and development in its vicinity. The businesses and industries, such as In- area in the vicinity of the Hillsboro tel and Nike on the west side of the Airport is considered a Plan “sub-area” Portland Metro region. TSP policies This area is bounded on the south, mandate coordination with federal, east, and west by the City of Hillsboro, state, and regional regulators, and and on the north by the Regional Ur- transportation service providers to ban Growth Boundary along Ever- minimize noise impacts and land use green Road. It also sits between two conflicts. Hillsboro Airport runways. Because of this proximity to the Airport, and because several parcels in the area are Washington County Community owned by the Port of Portland, the en- Development Code tire area is designated for industrial use. Washington County uses the land use designations defined in the Compre- The Airport Sub-Area includes one hensive Plan to implement the Com- specific “Design Element.” Commu- munity Development Code rather than nity Plan Design Elements must be creating separate zoning designations addressed as part of a Comprehensive (see Exhibit 1B). The land use desig- Plan Amendment process in Washing- nations that are located in the study ton County. The Airport Sub-Area area are the Exclusive Farm Use Design Element (1) is as follows: (EFU), Agriculture and Forestry-5 (AF-5), and Agriculture and Forestry- 1. This area is identified in the 20 (AF-20) districts. Urban Planning Area Agree- ment (UPAA) as requiring an- Land use controls with respect to nexation to Hillsboro to receive these zones deal primarily with con- services for urban-level devel- serving natural resources. Land uses opment. in the EFU designation (Section 340)

1-17 are restricted to farm uses, as well as Significant Natural Resources, in- some non-farm uses that are statuto- cludes provisions related to airports rily authorized in EFU zones. The for development within a riparian cor- EFU designation is the most restric- ridor, water areas and wetlands, and tive designation in terms of allowed fish and wildlife habitat. Finally, no- uses. Land may not be subdivided to ticing procedures for Type I, II, or III less than 80 acres, unless specific cir- development actions outlined in Sec- cumstances apply. tion 204 requires public notice when airport-related development is pro- The AF-20 (Section 344) designation is posed on property within a Public or also intended for exclusive farm use, Private Use Airport Overlay District. with many of the same use restrictions as the EFU district. However, land Section 430-59, Heliports, notes that zoned AF-20 may also contain “mar- the county may allow heliport facili- ginal” lands. These areas, only mar- ties subject to compliance with federal ginally suitable for farm use, might and state requirements, including allow special uses such as other farm DEQ noise control regulations for and forest operations, wood lots, or de- aeronautics. Finally, Section 430-145, tached dwellings. Land designated Wineries, states that the city may also AF-5 (Section 348) has been parceled invoke regulations related to airport to a great extent and is not protected safety on wineries in certain districts. for farm use. It has a minimum lot size of five acres. LOCAL LAND USE The Community Development Code DEVELOPMENT AND does not contain specific airport GROWTH TRENDS overlay zones that apply to the

Hillsboro Airport. Section 387 (Public This section uses collected data from Use Airport Overlay District) and the City of Hillsboro, Washington Section 388 (Public Use Airport Safety County, and the Port to assess poten- and Compatibility Overlay District) tial residential land use and growth only apply to the Stark’s Twin Oaks trends in the study area. Airport.

Other airport-related regulations ap- LAND USE INVENTORY pear throughout the code. For example, Section 106.10 contains airport- The 2003 Land Use Inventory exam- related definitions. Height regulations are imposed in each district ined the existing land uses, summa- (EFU, AF-20, and AF-5), citing FAA rized in Table 1B, in the approxi- height restrictions as a development mately 7,000-acre study area both in- regulation. Section 430-7 in Special side and outside the current UGB. Uses addresses personal-use-only air- This table shows land use as a per- ports. Section 421 addresses airport- centage of the total study area. The related uses in the Floodplain and percentages used throughout this in- Drainage Hazard area. Section 422, ventory refer to actual developed land 1-18 LEGEND

03SP01-1B-09/14/05 Urban Growth Boundary Existing Light Rail MAX ! Existing Light Rail Stops Arterial Roads Study Area Hillsboro Airport Property Hillsboro Airport Facilities Low-Density Residential Medium-Density Residential Commercial Industrial Public Facilities Floodplain Open Space AF20 - Agriculture/Forestry AF5 - Agriculture/Forestry EFU - Agriculture/Forestry SCPA Station Community Planning Area

! !

! Source: 2005 Regional Land Information System. City of Hillsboro (2005) ! ! Note: Generalized Land Uses. ! ! !

0 2,500

1" = 2500'

Exhibit 1B WASHINGTON COUNTY AND CITY OF HILLSBORO COMPREHENSIVE PLAN DESIGNATIONS IN THE HILLSBORO AIRPORT STUDY AREA uses, while the exhibits show overall area. These vacant lands are primar- land use designations. Vacant land ac- ily planned for industrial and me- counts for 11.6 percent of the study dium-density residential.

TABLE 1B 2003 Land Uses in Hillsboro Airport Study Area Percent of Existing Land Use Number of Acres Study Area Acreage SFR - Single-family residential 1954.4 27.8% AGR - Agriculture 1789.4 25.5% PUB - Public facilities 867.4 12.3% VAC – Vacant 818.3 11.6% IND - Industrial 783.8 11.2% COM – Commercial 314.6 4.5% RUR – Rural Residential 289.5 4.1% MFR – Multi-family Residential 189.9 2.7% FOR – Forest 19.6 0.3% Total 7,026.8 100% Source: 2003 Regional Land Information System (RLIS) (Tax lot attributes land use [derived from Property Codes] and Acres [calculated from Area])

The Washington County and Hillsboro sensitive. As portions of the study Comprehensive Plan maps, shown in area currently outside the UGB are Exhibit 1B, illustrate the intended annexed, the city should make sure land uses in the study area. The uses that they are not zoned residential. in Table 1B are derived from 2003 re- Industrial land use would be more ap- gional data (RLIS). Outside the UGB, propriate for these areas. the Washington County Comprehen- sive Plan determines the intended Inside the UGB, planned land uses land uses for the study area. Land is primarily consist of low-density resi- generally specified as farmland, in- dential, industrial, and commercial, cluding Exclusive Farm Use (EFU) with the surrounding light rail transit and Agricultural and Forestry-20 (AF- stations designated for multi-family 20) designations. Land shown on Ex- residential. Single-family residential hibit 1A, designated as Agriculture uses account for 27.8 percent, while and Forestry-5 (AF-5), has been multi-family residential uses account granted an exception to State Plan- for 2.7 percent of land in the study ning Goal 3, Agriculture, and Goal 4, area. The Hillsboro Comprehensive Forestry, because it is parceled into Plan designates the residential land smaller lot sizes. In sum, agricultural inside the UGB as Residential Low and rural land uses make up 29.6 per- Density (RL), Residential Medium cent of the study area. These areas Density (RM), and Residential High (which in most cases include homes) Density (RH). While the low-density should be taken into account when residential land is located south and planning airport expansion because southeast of the airport, the medium this type of land use can be noise- and high-density residential land uses

1-19 are located around the light rail sta- where future incompatible land uses tions, which are targeted for mixed- are planned to occur and where miti- use development. gation may be possible.

Table 1C illustrates that the study RESIDENTIAL LAND USE area (Hillsboro portion) currently con- AND GROWTH TRENDS tains approximately 1,341 acres (or 19 IN THE STUDY AREA percent) of land that is presently developed in residential uses. This is For the purposes of the Hillsboro Air- based on data supplied by the City of port Compatibility Study Update, an Hillsboro staff from the City’s 2004 analysis of existing residential devel- Buildable Lands Inventory (BLI). opment and expected growth trends is Please note that Table 1C shows resi- particularly important to provide a dential zoning, while Table 1D illus- factual basis from which to determine trates existing land use.

TABLE 1C 2005 Residential Land Uses in Hillsboro Airport Study Area – Currently Developed* Percent of Study Land Use Category (Zoned) Number of Acres Area (Acres) Single Family Residential 1,154.4 Multi-Family Residential 186.9 Subtotal 1,341.3 19.1% Other Land Uses in Study Area 5,685.5 80.9% Total 7,026.8 100% Source: 2005 Regional Land Information System (RLIS) (Tax lot attributes land use [derived from Property Codes] and Acres [calculated from Area])

According to 2005 data supplied by the ing types currently exist in the study City of Hillsboro, the following dwell- area.

TABLE 1D Number of Existing (2005) Dwellings and Dwelling Types in Hillsboro Airport Study Area Dwelling Type (Actual) Number of Dwellings % Total Study Area Dwellings Single Family Residential 8,421 62.6% Duplex 683 5.1% Triplex 78 0.6% Townhomes 371 2.8% Manufactured Dwelling 50 0.4% Condominium 408 3.0% Multi-family Development 3,419 25.4% Accessory Dwelling Unit 19 0.1% Total 13,449 100% Source: 2005 City of Hillsboro Address Data (Addresses attributes Description)

Based on data supplied by the City of Buildable Lands Inventory (BLI), the Hillsboro staff from the 2004 study area (Hillsboro portion) contains 1-20 approximately 488 acres of buildable roughly 10 percent of buildable land in lands of all land use types. The defini- the Hillsboro portion of the study area tion of buildable land includes both is zoned for residential use. Therefore, “vacant” and “committed” parcels. only 10 percent of the buildable land is expected to develop as residential uses Committed parcels are those for which within the 20-year planning horizon. a development application has been Table 1F summarizes how these 47 submitted. As Table 1E and Exhibit acres break down by residential land 1C show, approximately 47 acres, or use designation.

TABLE 1E Vacant Residential in Study Area as Percent of Overall Hillsboro Buildable Lands Inventory (BLI) Land Use Designation Net Acres % Total BLI Residential (all types) 46.6 9.6 % Other 441.0 90.4 % Total buildable lands 488.0 100% Source: City of Hillsboro 2004 Buildable Lands Inventory

Zoning within the study area was de- dential land, with 25 acres. The A-4 scribed in an earlier section of this (Multi-family Residential), R-7 (Single chapter, and the overall zoning for the Family Residential), and R-10 (Single City of Hillsboro was depicted on Ex- Family Residential) zones on an indi- hibit 1A. However, to summarize, the vidual basis account for anywhere be- vacant residential land in the study tween 11 and 14 percent of the vacant area consists primarily of Residential residential acres. The acreages of all – Village (SCR –V) just north of the designations in the study area consist- Hawthorne Farm Light Rail Stop. ing of vacant residential land are This accounts for over 50 percent of shown in Table 1F. the study area’s total buildable resi-

TABLE 1F Size of Vacant Residential Lands in Study Area by City of Hillsboro Land Use Designation Land Use Designation and Description Net Acres % Residential Vacant Land A-1 - Duplex Residential 2.1 4.6% A-2 - Multi-Family Residential 0.5 1.1% A-4 - Multi- Family Residential 6.4 13.7% C-4 - Neighborhood Commercial 1.1 2.3% PUD R-7 - Single Family PUD 0.2 0.5% R-10 - Single Family Residential – 10,000 SF lots 5.3 11.5% R-7 - Single Family Residential – 7,000 SF lots 5.7 12.2% SCR-DNC - Downtown Neighborhood Conservation 0.2 0.3% SCR-LD - Station Community – Low Density 0.5 1.0% SCR-OTC - Station Community Orenco Station 0.2 0.4% SCR-V - Station Community Residential Village 24.5 52.6% Total Acres 46.6 100% Source: City of Hillsboro 2004 Buildable Lands Inventory 1-21 The above analysis shows that only a be developed in the study area based minimal amount of the vacant or on current land use designations. The committed land in the study area is predominant land use district is the likely to be developed as residential in Station Community Residential Vil- the 20-year planning horizon. How- lage (SCR-V), which promotes high ever, looking only at the percent of density residential development at 40 acres can be somewhat misleading. To dwelling units per acre. A more spe- understand the implications of poten- cific description of the types of dwell- tial development, one must examine ing units is not available because the the number of dwelling units that City’s 2004 BLI dataset does not code could potentially be developed on the vacant land with all potential unit vacant, residentially-designated lands. types. However, one can qualitatively Table 1G shows that as many as extract the potential unit types from 1,201 dwelling units could potentially the assigned zoning designation.

TABLE 1G Potential Number and Type of Dwelling Units in the Study Area Number of Residential Unit Dwelling Zone/ Description Type Units A-1 Duplex Residential Duplex and single family detached 27 A-2 Multi-Family Residential Multi-family dwellings 7 A-3 Multi-Family Residential Multi-family dwellings 5 A-4 Multi-Family Residential Multi-family dwellings 94 C-4 Neighborhood Commercial Multi-family dwellings above commercial 6 R-7 Single Family Residential – Single family detached and attached 41 7,000 SF lots PUD R7 Single Family PUD Single family detached and attached 1 R-10 Single family residential – Single family detached dwelling, duplexes meet- 33 10,000 SF lots ing density SCR-DNC Downtown Neighbor- Multi-family dwellings, garden apartments, 2 hood Conservation townhouses, single family attached and detached SCR-LD Station Community – Townhouses, rowhouses, duplex, attached duplex, 4 Low Density single family detached and attached SCR-OTC Station Community – Single family detached 1 Orenco Station SCR-V Station Community – Mid-rise apartments, multi-family dwellings, gar- 980 Residential Village den apartments, townhouses and rowhouses, single family detached and attached, duplex, attached duplex Total developable units 1,201 Source: City of Hillsboro 2004 Buildable Lands Inventory

PORT OF PORTLAND the Port also owns an approximately LAND OWNERSHIP 90-acre parcel along Evergreen Road, east of Jackson School Road, just Exhibit 1C shows the Port’s land north of the UGB. The Port also owns ownership within the study area. In several parcels inside the UGB, east of addition to the parcels at the north the airport, with frontages on 264th end of the north-south Runway 12-30, and 268th Avenues. In addition, the

1-22 E V L W E

H E S A I T

T U E N V I MEEK S O U L N E N S H 03SP01-1C-09/14/05 E LEGEND T -S H U T Urban Growth Boundary E SU NS ET Existing Light Rail MAX

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SC Arterial Roads

N Study Area SO SU

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J Hillsboro Airport Facilities

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R A LA O R TI B N I V V S S A Exhibit 1C 2004 CITY OF HILLSBORO BUILDABLE LAND INVENTORY HIGHLIGHTING RESIDENTIAL LANDS Port owns a five-acre parcel located on ity, is the only hospital near the study 264th Avenue, east of the airport. area. The nearest library is the Shute Park Library. The Books by Rail Pub- lic Library is located outside the study NOISE-SENSITIVE LAND USES area.

As noted in the summary of applicable state rules, noise-sensitive uses gen- URBAN GROWTH BOUNDARY erally include residences, schools, churches, hospitals, and libraries. A In 2003, the Metro-defined UGB was more specific definition of “noise- expanded to include the “Shute Road sensitive uses” is available in the sec- Site,” 203 acres at the intersection of tion on OAR 340-035-0045. Exhibit Shute Road and Evergreen Road. This 1D provides an illustration of poten- site is located immediately northeast tially noise-sensitive land uses in the of the airport and will provide large study area. industrial lots. In order to be approved for UGB expansion, the Metro Council Residential uses constitute the most required that this site be grouped into pervasive noise-sensitive use in the parcels no smaller than 50 acres and study area. According to discussions be developed with uses related to the with City of Hillsboro staff, the heli- high-tech industry. copter training pattern “Alpha” flight path off the main airport runway The City of Hillsboro planning staff crosses over a large residential zone indicated that AF-5 rural residential west of the airport and north of down- lots north of the airport might be can- town Hillsboro. Rural residential uses didates for future inclusion into the north of town are in the “Charlie” heli- UGB. This potential expansion, ear- copter training pattern flight path, as marked in part to meet Metro’s identi- well as fixed-wing aircraft operating fied need for 2,700 additional indus- off the main runway. Finally, the resi- trial acres in the region, would also dential village at Dawson Creek coin- provide large industrial sites. This cides with the “Bravo” helicopter may be a remedy for conflicts that ex- training pattern. While noise disclo- isting rural residential uses currently sures are listed in deeds of houses, in- experience with respect to the helicop- creasing air traffic, especially the ter training center at Hillsboro Air- large helicopter training center on- port. As illustrated in the “Vacant site, is a potentially recurring point of Lands” section below, the Hillsboro conflict with homes in the study area. planning staff also reported that there are no significant vacant parcels As illustrated in Exhibit 1D, a number within the City’s UGB, a fact that ex- of schools, libraries, and hospitals, as plains the pressure to expand the well as eight churches, are located in UGB in this area. Land northwest of the study area. Tuality Community the airport and outside the UGB is Hospital at 335 SE 8th Avenue in currently designated exclusive farm Hillsboro, a 167-bed healthcare facil- use (EFU), which under state law is

1-23 the lowest priority for future inclusion FAA and state compatibility threshold in a UGB. is 65 DNL for noise-sensitive land uses. There are no incompatible uses within the existing 65 DNL or greater EXISTING AVIATION noise contour. NOISE CONDITIONS

Exhibit 1E illustrates the existing FUTURE AVIATION (2003) noise condition at Hillsboro Air- NOISE CONDITIONS port. These noise contours were developed in conjunction with the 2005 Exhibit 1F depicts the projected long- Hillsboro Airport Master Plan. The term noise exposure contours for shape and extent of the contours re- Hillsboro Airport. The long-term noise flect the underlying flight track and contours include the assumed use of a operational assumptions outlined in relocated Charlie helicopter training the Master Plan. The contours extend pattern that became operational in the greatest distance beyond the October 2004. The resulting contours Runway 30 and Runway 12 ends, due of concern (65 DNL and greater) gen- to the higher number of aircraft utiliz- erally remain on airport property. ing the longer of the two runways. The projected future 65 DNL noise The long, slender shape of the contour contour extends beyond Evergreen to the southeast of the Runway 30 end Road to the north, along the extended reflects the dominance of arrivals to centerline of the shorter parallel run- Runway 30. The large number of de- way. Portions of the 65 DNL noise partures on Runway 30 contributes to contour associated with the relocated the wide and elongated 55 and 60 Charlie Pattern landing area are also DNL contours associated with the projected to extend beyond existing Runway 12 end. The bulges on the and future airport boundaries. These west and east sides of the 55 DNL areas, however, are planned for indus- noise contour can be attributed to de- trial and commercial uses. Therefore, parture turns. The long, slender it is anticipated that no incompatible shape of the contour beyond the Run- development would be located within way 20 end to the east can be attrib- the 65 DNL and greater noise contour. uted to both small fixed-wing aircraft activity as well as helicopter opera- The size and shape of the contours are tions using the “Bravo” helicopter a function of the projected increases in training pattern. aircraft operations, projected change in aircraft mix to include a slightly The 70 and 75 DNL noise contours are greater percentage of large business contained completely on the existing jet aircraft and the change in the loca- airport property. In addition, virtu- tion and use of the Charlie Pattern ally all the 65 DNL contour is on exist- landing pads. The projected increases ing airport property with portions of in the aircraft operations and changes the 55 and 60 DNL noise contours ex- to the mix result in the future 55 DNL tending beyond airport property. The and 60 DNL noise contours increasing 1-24 A W I

T E E S V T L U E N H H E I MEE L O K VET IA-S N 03SP01-1D-12/14/05 UN SET S LEGEND HU TE -SU NS Urban Growth Boundary ET S

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N Arterial Roads

KSO SU Study Area NS AC E J T Hillsboro Airport Property Hillsboro Airport Facilities EVERGREEN æ Places of Worship kEvergreen MS ! E Libraries

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Exhibit 1D POTENTIALLY NOISE-SENSITIVE USES IN THE HILLSBORO AIRPORT STUDY AREA 03MP01-1E-6/9/05

HighwayHig 26 hw ay 26

55 5 55

NW Shute Road Road Shute Shute NW N NW

a d 6 60 60 0

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SESE Tualatin V Tu ala tin Vaalley Hwy lle y H S w E y. R i ve r R oa d 2,000 0 2003 NOISE EXPOSURE CONTOURS DNL Noise Contours Line Property Airport PORT OF PORTLAND SCALE IN FEET

LEGEND NORTH Exhibit 1E 4,000 03MP01-1F-6/9/05

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NW Shute Road Road Shute Shute NW N NW

a d 6 60 60 0

EvergreenEvergreen RRoadoad EvergreenEvergreen RoadRoad 65 6 65

L L

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SESE Tualatin V Tu al ati n V aalleyl Hwy PROJECTED LONG TERM NOISE EXPOSURE CONTOURS le y H S w E y. R i ve r R oa d 2,000 0 Contours Projected Long Term DNL Noise Line Property Ultimate Airport Line Property Airport PORT OF PORTLAND SCALE IN FEET

LEGEND NORTH 4,000 Exhibit 1F along the Runway 12, 30, and 2 ends. airports evaluated have completed a The shape of the contours along these Part 150 Noise Compatibility Study in runway ends is similar to the baseline the past ten years. Following is a list contour, indicating that it is only the of the twelve airports reviewed and a increase in operational levels and fleet summary of their operational and pro- mix which alter the contour, not a grammatic noise abatement efforts. change in the use of the runway. For those that have completed a Part 150 study, the year is indicated in pa- The size and shape of the contour rentheses. northeast of the proposed short parallel runway changes over time, due to • Camarillo Airport, Camarillo, Cali- the projected use and future relocation fornia (2001). of the Charlie Pattern landing pads when the short parallel runway is con- • Chandler Airport, Chandler, Ari- structed. The projected long-term zona (2000) noise contours assume that the Char- lie Pattern landing pads are moved • Fort Lauderdale Executive Airport, farther east, approximately 1,500 feet Fort Lauderdale, Florida (1997) from the proposed short parallel runway (currently the approximate loca- • Hayward Executive Airport, Hay- tion of the existing “Charlie” helicop- ward, California (1992) ter training/landing pads). At this distance, the shape of the 55 DNL noise • Meadows Field Airport, Bakers- contour is influenced by the Charlie field, California (1997) Pattern. Additionally, the hook on the 55 DNL noise contour north of Ever- • Oakland Pontiac Airport, Pontiac, green Road increases in size and Michigan (1999) changes in shape following the generalized Charlie Pattern flight paths. • Riverside Municipal Airport, Riv- erside, California (1997)

• Scottsdale Airport, Scottsdale Ari- COMPATIBILITY MEASURES zona (2005 pending FAA review) AT COMPARABLE GENERAL AVIATION AIRPORTS • Spirit of St. Louis Airport, Chester- field, Missouri The noise abatement strategies of twelve airports with similar character- • Teterboro Airport, Teterboro, New istics to Hillsboro Airport were evalu- Jersey ated. Some of these airports are classified as reliever airports by the FAA • Van Nuys Airport, Van Nuys, Cali- fornia (similar to HIO). Airports that have active helicopter pilot training schools • Williams Gateway Airport, Phoe- were also selected to investigate vari- nix, Arizona (2001) ous means of managing helicopter- generated noise. A majority of the 1-25 Table 1H summarizes the noise description of each element of the abatement measures at these airports noise abatement program at each and compares them to the noise comparison airport is provided in the abatement measures in place at Hills- paragraphs following Table 1H. boro Airport (shaded column). A full

TABLE 1H Summary of Noise Abatement Measures at Comparable Airports

Hillsboro Camarillo Chandler Ft. Lauderdale Hayward Field Meadows Pontiac Oakland Municipal Riverside Scottsdale Louis St. of Spirit Teterboro Van Nuys Gateway Williams Airport Operational Measures Prohibition of formation (multiple aircraft) takeoffs x x Discourage arrival and departure patterns over x x x x x x x x nearby noise-sensitive development Encourage use of NBAA Noise Abatement Proce- x x x x x x x dures Encourage use of AOPA Noise Awareness Steps by x x x x light single-engine aircraft Designate particular runway as preferred for noise x x x x x x x x x abatement purposes (Runway Use Program) Establish specific helicopter routes/training patterns x x x x x to reduce overflights of noise-sensitive areas Increase altitude of airport pattern procedures to x x x decrease noise impacts and perceived safety concerns Voluntary or Mandatory restriction of touch-and-go x x x x x x operations Established departure runs and arrivals to avoid x x x x noise-sensitive areas Helicopter arrival and departure procedures x x Voluntary limitations on Stage 2 aircraft x x Develop noise barrier to shield noise-sensitive areas x x x x x x Establish engine run-up location and time restric- x x x x x x x tions Program Management Measures Establish or maintain noise complaint tracking sys- x x x x x x x x x tem Publish a pilot guide to inform pilots of recom- x x x x x x x mended noise abatement procedures Install permanent noise monitors x x x Establish/maintain noise abatement advisory com- x x mittee to discuss noise issues and maintain communication with the public Establish noise abatement officer x x Airfield signs to notify pilots of noise abatement x procedures Develop a public information program to distribute x x noise abatement information

1-26

Camarillo Airport Chandler Airport

Noise Abatement Measures: Noise Abatement Measures:

• Prohibition of formation (multiple • Request departing aircraft reach aircraft) takeoffs and landings runway end before turning without prior authorization from Airport Director • Relocate heliport to reduce helicopter noise impacts • Discourage arrival and departure patterns that route aircraft over • Encourage use of Aircraft Owners nearby noise-sensitive develop- and Pilots Association Noise ments Awareness Steps by light single- • Require aircraft weighing over engine aircraft 80,000 pounds to use a particular runway to prevent low overflights • Establish specific helicopter train- of nearby residential areas ing pattern procedures

• Encourage use of National Busi- Program Management Measures: ness Aviation Association Noise Abatement Procedures • Maintain a noise complaint tracking system • Encourage use of Aircraft Owners and Pilots Association Noise • Publish a pilot guide to inform pi- Awareness Steps by light single- lots of noise abatement recommen- engine aircraft dations and procedures and identify noise-sensitive areas • Designate particular runway as preferred for noise abatement purposes Fort Lauderdale Executive Airport Program Management Measures: Noise Abatement Measures: • Establish a noise complaint tracking system Established informal nighttime preferential runway use program • Publish a pilot guide to inform pilots of noise abatement recommen- • •Voluntary restriction of jet use on dations and procedures and iden- particular runway tify noise-sensitive areas • Increase altitude of airport pattern • Acquire permanent noise monitors procedures to supplement portable noise monitors already in use 1-27 • Encourage use of National Busi- • Publish a pilot guide to inform pi- ness Aviation Association Noise lots of the airport’s noise abate- Abatement Procedures ment program and recommended procedures • Discourage arrival and departure patterns that route aircraft over nearby noise-sensitive develop- Hayward Executive Airport ments Noise Abatement Measures: • Established voluntary restriction of nighttime (10:00 p.m. – 7:00 a.m.) • Discourage arrival and departure touch-and-go operations patterns that route aircraft over nearby noise-sensitive develop- • Develop noise barrier along airport ments perimeter • Stage 2 aircraft are requested to • Establish engine run-up location coordinate with airport manage- and time restrictions ment, due to the proximity of the airport to residential areas Program Management Measures: • Avoid overflights of residential ar- • Establish a noise abatement advi- eas unless absolutely necessary for sory committee to discuss issues re- safety reasons lated to noise and to maintain an ongoing dialogue with the public • Increase altitude to decrease the noise impact to the community • Employ a noise abatement officer to manage noise complaints and • Climb as soon as possible since a educate pilots on the recommended low-flying aircraft is perceived by noise abatement procedures the community as being dangerous

• Implement a permanent noise • Touch-and-go procedures prohib- monitoring system to monitor noise ited between 9:00 p.m. and 7:00 impacts and the effectiveness of a.m. noise abatement procedures • Establish helicopter training pat- • Develop a public information pro- terns and landing areas. gram to distribute information related to the airport’s noise abate- • Currently establishing preferred ment efforts helicopter arrival and departure procedures. • Install airfield signs to remind and inform pilots about the airport’s noise abatement procedures

1-28 Meadows Field Airport • Maintain noise advisory committee to evaluate noise abatement efforts Noise Abatement Measures: on an on-going basis

• Established voluntary nighttime turbojet training policy to require Riverside Municipal Airport operators to provide advanced notice of nighttime operations Noise Abatement Measures:

Program Management Measures: • Established a preferential runway use program • Developed a noise complaint tracking program • Specify location for IFR departure turns to avoid overflight of noise- sensitive areas Oakland Pontiac Airport • Designate training area for heli- Noise Abatement Measures: copter training pattern procedures to prevent training overflights of • Encourage use of National Busi- noise-sensitive areas ness Aviation Association Noise Abatement Procedures • Encourage use of Aircraft Owners and Pilots Association Noise • Established a voluntary reduction Awareness Steps by light single- of operations by Stage 2 aircraft engine aircraft weighing less than 75,000 pounds • Specify aircraft orientation for pre- • Construct a ground run-up enclo- flight run-ups sure for business jets • Construct a noise barrier to shield • Construct a noise barrier along the nearby noise-sensitive areas airport perimeter Program Management Measures: Program Management Measures: • Maintain a noise complaint track- • Continue noise complaint monitoring system ing system and community liaison program • Publish a pilot guide to inform pilots of noise abatement recommen- • Publish a pilot guide to inform pi- dations and procedures and iden- lots of noise abatement recommen- tify noise-sensitive areas dations and procedures and identify noise-sensitive areas

1-29 Scottsdale Airport • Construct a ground run-up enclosure to attenuate noise impacts Noise Abatement Measures: within 65 DNL noise contour

• Established a preferential runway • Identify additional populated use program places on Sectional Aeronautical Chart • Encourage Stage 2 aircraft to use Runway 21 for landings and Run- • Obtained a Letter of Agreement on way 3 for takeoffs to limit over- helicopter operations, including flight of nearby noise-sensitive ar- preferred arrival and departure eas procedures

• Discourage arrival and departure Program Management Measures: patterns that route aircraft over nearby noise-sensitive develop- • Publish a helicopter pilot guide to ments inform pilots of the recommended noise abatement flight paths and • Prohibition of stop-and-go opera- noise-sensitive areas tions, intersection takeoffs, forma- • Established a “Fly Friendly” pro- tion and simulated single-engine gram to educate pilots and respond takeoffs, and training go-arounds to residents’ complaints about by multi-engine aircraft noise

• Discourage descents for practice instrument approaches below 2,500 Spirit of St. Louis Airport MSL Noise Abatement Measures: • Prohibit touch-and-go operations between 9:30 p.m. and 6:00 a.m. • Stage 2 aircraft must use a specified runway between 10:00 p.m. • Prohibit run-up operations be- and 7:00 a.m. tween 10:00 p.m. and 7:30 a.m. • Stage 3 aircraft are requested to • Encourage use of Aircraft Owners use a specified runway between and Pilots Association Noise 11:00 p.m. and 6:00 a.m. Awareness Steps by light single- engine aircraft • Pilots should avoid overflight of noise-sensitive areas near the air- • Chart visual flight procedures to port provide pilots with minimum safe flying altitudes and paths on ap- • Encourage use of National Busi- proach ness Aviation Association Noise Abatement Procedures

1-30 • Engine maintenance run-ups are • Between 10:00 p.m. and 7:00 a.m., prohibited between 10:00 p.m. and aircraft operating at the airport on 7:00 a.m. without airport permis- the specified runway cannot exceed sion 80 dB(A) during takeoff, as monitored by the airport noise monitor- • Establish minimum altitudes for ing system aircraft flying over residential areas near the airport • Takeoffs from specified runways and helicopter routes originating at • Discourage arrival and departure the airport cannot exceed 95 dB(A), patterns that route aircraft over as monitored by the airport noise nearby noise-sensitive develop- monitoring system ments • Jet and turbine run-ups are prohib- • No touch-and-go operations in the ited on ramp areas pattern that causes overflights of nearby residential areas • Piston aircraft run-ups, when posi- tioned away from buildings and • Training aircraft should observe vehicles, may be conducted on noise abatement flight altitudes ramp areas when operating over noise- sensitive areas • Aircraft conducting run-ups shall contact the airport operations office for clearance Teterboro Airport • All maintenance run-ups shall be Noise Abatement Measures: conducted between 8:00 a.m. and 8:00 p.m., Monday through Satur- • No jet-powered aircraft may oper- day, or 12:00 p.m. and 6:00 p.m. on ate at the airport without prior ap- Sunday proval of the airport manager • Aircraft conducting run-ups must • No aircraft may operate at the air- maintain a listening watch on the port if such operations shall result Teterboro Ground Control Fre- in emitted noise levels above levels quency prescribed by the Airport Rules and Regulations • Preferred run-up locations are specified by the airport • Stage 2 aircraft cannot operate at the airport between midnight and • Established a voluntary curfew for 6:00 a.m. Non-Stage 3 compliant aircraft from 10:00 p.m. to 7:00 a.m. • Operations by subsonic Stage 1 aircraft are prohibited

1-31 • Established a voluntary curfew for • The full length of the designated all other aircraft between midnight runway will be used for all jet de- and 6:00 a.m. partures

• Pilots are encouraged to use Teter- • Jet repetitive operations and pat- boro Airport-specific noise abate- tern flying/training are not permit- ment flight procedures based on ted NBAA noise abatement procedures • Discourage arrival and departure patterns that route aircraft over Van Nuys Airport nearby noise-sensitive developments Noise Abatement Measures: Program Management Measures: • Per Federal Aviation Administra- tion Advisory Circular 36-3, Stage • Noise complaint tracking program 2 aircraft are prohibited from departing between the hours of 10:00 p.m. and 7:00 a.m. (medical emer- Williams Gateway Airport gency and military flights are ex- empt) Noise Abatement Measures:

• Touch-and-go operations are pro- • Designate calm wind runway for hibited between 9:00 p.m. and 7:00 preferential use a.m. • Designate specific runways for dif- • Pilots will fly aircraft using noise ferent types of aircraft (i.e., piston abatement techniques as outlined aircraft use Runway 12R-30L and in manufacturers' operating manu- large turbojets use Runway 12C/L- als or National Business Aviation 30C/R) Association Noise Abatement Pro- gram. • Encourage use of National Busi- ness Aviation Association Noise • Pilots will work to research com- Abatement Procedures plaints from local residents regarding individual flights and to en- • Encourage use of Aircraft Owners courage participation by other jet and Pilots Association Noise operators Awareness Steps by light single- engine aircraft • Voluntary compliance will help forestall more drastic measures to • Discourage arrival and departure reduce noise. Designate particular patterns that route aircraft over runway for all jet operations. nearby noise-sensitive developments

1-32 • Develop helicopter reporting points scribed land use development and and departure routes to avoid over- growth trends in the Hillsboro area, flight of noise-sensitive areas described existing and future noise conditions at the airport, and summa- Program Management Measures: rized compatibility programs at airports similar in character to Hillsboro • Maintain noise complaint monitor- Airport. The next two chapters iden- ing system and community out- tify potential airport operational and reach program land use management techniques that could be used to improve the overall compatibility between Hillsboro Air- SUMMARY port and the local community. Those chapters are followed by a final chap- This chapter provided an overview of ter which details the specific opera- the 1993 airport compatibility pro- tional and land use measures the Port gram at Hillsboro Airport, described should pursue for increased compati- airport compatibility regulations at bility. the federal, state, and local levels, de-

1-33 PORT OF PORTLAND Chapter Two AVIATION OPERATIONAL MEASURES CHAPTER TWO PORT OF PORTLAND

AVIATION OPERATIONAL MEASURES

Hillsboro Airport has a long history of noise management dating back to the 1973 Airport Master Plan, where noise exposure was first modeled and airfield design began to reflect concerns about compatibility. This chapter takes a fresh look at the current compatibility measures as well as measures that have been implemented at other airports listed in Chapter One. This chapter identifies the full range of potential noise abatement measures for possible use at Hillsboro Airport.

In coordination with a Technical Advisory Group (TAG), screening criteria were developed and applied to the broad range of potential noise abatement and compatibility measures included in this chapter to identify the most probable measures for implementation. This screening criterion includes:

• Financing/Value - This criterion identifies cost consider- ations involved with implementation of the measure. This criterion also examines the value of the measure. This can be viewed as the cost-effectiveness of the measure as well as the timing of benefit derived from the measure. Generally speaking, measures that can be implemented in short order have a greater value than those requiring a longer period to implement or realize benefits. For those operational measures requiring pilot cooperation to ensure success, value is also measured in terms of the likelihood for imple-

2-1 mentation by those in the flying • Balance – This criterion considers community. whether the measure balances the needs of both the airport and com- • Feasibility/Acceptability – This munity. For example, the measure criterion examines whether the needs to ensure the operational measure is politically, socially, and freedom of the airport to meet the financially feasible to implement. needs of air travelers and air com- For example, in order to be imple- merce, but the measure must also mented, the measure must be con- consider the quality of life expecta- sistent with local, state, and fed- tions of the local community and eral laws. For capital projects, the reduce to the extent practicable the likelihood for federal funding assis- negative byproducts of air com- tance is also identified. Most im- merce, primarily noise. portantly, this criterion identifies whether or not a measure would be A rating system has been developed acceptable to pilots and then im- and incorporated within this analysis plemented. Measures that require to assist the reader in easily identify- pilots to change typical operating ing whether the proposed measures procedures or can be viewed as un- have a compatibility impact/benefit. safe are generally not accepted or The color-coded system identifies implemented by pilots. whether the measure, when considering the specific criteria individually, • Safety/Capacity – This criterion has a negative, neutral, or positive examines the impacts on opera- compatibility impact/benefit. Red is tional safety and the capacity of used to connote a negative impact; yel- the airfield. Measures which de- low, a neutral impact; and green, a grade safety, or are viewed to de- positive benefit. grade safety, will not garner acceptance or implementation by pilots. Consider the rating of a measure us- As detailed in the 2005 Airport ing the financing/value criterion. Master Plan, the Hillsboro Airport Consider that the measure would have already operates beyond its annual only small administrative costs to im- service volume or capacity. Nega- plement (generally a positive rating), tive attributes of operating beyond but has limited value due to the poten- capacity include increased opera- tial for the measure not to be imple- tional costs to aircraft owners, in- mented by pilots (negative). In this creased air emissions due to the ex- example, the positive aspects of the tra flight time, and increased noise. low costs to implement and negative Any measure implemented should impacts of pilots’ acceptance results in not degrade the capacity of the air- a neutral rating. A similar logic has port. Finally, the measure must been applied to each measure and cri- conform to existing air traffic con- terion in this analysis, resulting in trol regulations and airspace des- appropriate ratings. ignations for safe flight.

2-2 POTENTIAL NOISE Stage 2 or Stage 3 (turbojet aircraft ABATEMENT MEASURES manufactured after 1976) aircraft. Regulations implementing these re- A list of potential noise abatement quirements are published in 14 CFR techniques was developed from the Part 161. summary of research on compatibility measures from comparable airports 14 CFR Part 161 requires the follow- identified in Chapter One and Title 14 ing actions to establish a local restric- of the Code of Federal Regulations tion on Stage 2 aircraft: (CFR), Part 150. These techniques have the potential to either (1) reduce • An analysis of the costs and bene- the size of the noise contours or (2) fits of the proposed restriction and move the noise to other areas where it alternative measures. is less disruptive. • Publication of a notice of the pro- Any of the potential noise abatement posed restriction in the Federal measures described within this chap- Register and an opportunity for ter would be voluntary and the pilot comment on the analysis. would have the sole discretion to comply with these measures. Pilots are While implementation of a Stage 2 afforded this opportunity by regula- aircraft operating restriction does not tion that grants them the authority to require FAA approval, the FAA does determine the safe operation of their determine whether adequate analysis aircraft (14 CFR Part 91, General Op- has been done and all notification pro- erating and Flight Rules). Enforcing cedures have been followed. noise abatement measures and implementing aircraft restrictions re- For restrictions on Stage 3 aircraft, quire the specific approval of the Fed- Part 161 requires a much more rigor- eral Aviation Administration (FAA). ous analysis as well as final FAA ap- By federal law, this requires strict proval of the restriction. Before ap- compliance to 14 CFR Part 161, Notice proving a local Stage 3 noise or access and Approval of Airport Noise and Ac- restriction, the FAA must make the cess Restrictions. 14 CFR Part 161 following findings: was created by the Airport Noise and Capacity Act (ANCA) of 1990. • The restriction is reasonable, non- arbitrary, and non-discriminatory. In ANCA, Congress not only established a national phase-out policy for • The restriction does not create an Stage 2 (turbojet aircraft manufac- undue burden on interstate or for- tured before 1976) aircraft above eign commerce. 75,000 pounds, but it also established analytical and procedural require- • The restriction maintains safe and ments for airports desiring to estab- efficient use of navigable airspace. lish noise or access restrictions on

2-3 • The restriction does not conflict noise abatement benefit of the restric- with any existing federal statute or tion at noise levels of 65 DNL or regulation. higher. As shown previously in Chap- ter One, there are currently no incom- • The applicant has provided ade- patible land uses in the existing 65 quate opportunity for public com- DNL contour at Hillsboro Airport. ment on the proposed restriction. Furthermore, the projected long term activity in the 65 DNL contour does • The restriction does not create an not include any incompatible devel- undue burden on the national avia- opment. tion system. Since the 65 DNL or higher noise con- Hillsboro Airport has voluntary proce- tours are expected to remain free of dures for noise abatement. Efforts to incompatible development, operating mandate or enforce voluntary proce- restrictions are unlikely to be ap- dures with fines or penalties would be proved by the FAA. Therefore, while considered an access restriction and theoretical restrictions could be con- would require an approved 14 CFR sidered, they are unlikely to be im- Part 161 study. The success of the plemented at Hillsboro Airport. Oper- noise abatement program is depend- ating restrictions that will not be con- ent, to a certain extent, on pilots im- sidered further in this study include: plementing the operational measures identified in this chapter. • Nighttime curfews and operating restrictions. Based on the FAA's interpretations of 14 CFR Part 161, the regulations do • Landing fees based on noise or not apply to restrictions proposed only time of arrival. for aircraft under 12,500 pounds. Be- cause these light aircraft, which in- • Airport capacity limitations based clude small, single engine aircraft, are on relative noisiness. not classified under Part 36 (as are Stage 2 or 3 aircraft), the FAA has • Noise budgets. concluded that the 1990 Airport Noise and Capacity Act was not intended to • Restrictions based on aircraft noise apply to them (see Airport Noise Re- levels. port, Vol. 6, No. 18, September 26, 1994, p. 142). The potential noise abatement measures that are discussed and examined Very few Part 161 studies have been in the pages to follow are broadly cate- undertaken since ANCA. Table 2A gorized as aircraft operating proce- summarizes the studies started after dures, runway use/flight routes, and ANCA was enacted. facilities development.

The FAA approval of a restriction on aircraft activity would depend on the

2-4 TABLE 2A Summary of 14 CFR Part 161 Studies Year Airport Started Ended Cost Proposal, Status Aspen-Pitkin County Airport N.A. N.A. N.A. The study has not yet been submitted to Aspen, Colorado FAA. Kahului Airport, Kahului 1991 1994 $50,000 Proposed nighttime prohibition of Stage 2 Maui, Hawaii (est.) aircraft pursuant to court stipulation. Cost-benefit and statewide impact analysis found to be deficient by FAA. Airport never submitted a complete Part 161 Study. Suspended consideration of restriction. Minneapolis-St. Paul Interna- 1992 1992 N.A. Proposed nighttime prohibition of Stage 2 tional Airport aircraft. Cost-benefit analysis was defi- Minneapolis, Minnesota cient. Never submitted complete Part 161 study. Suspended consideration of restriction and entered into negotiations with carriers for voluntary cooperation. Pease International Tradeport 1995 N.A. N.A. Have not yet submitted Part 161 study for Portsmouth, New Hampshire FAA review. San Francisco International 1998 1999 $200,000 Proposing extension of nighttime curfew Airport on Stage 2 aircraft over 75,000 pounds. San Francisco, California Started study in May 1998. Submitted to FAA in early 1999 and subsequently with- drawn. San Jose International Airport 1994 1997 Phase 1 - Study undertaken as part of a legal set- San Jose, California $400,000 tlement agreement. Studied a Stage 2 Phase 2 - restriction. Suspended study after Phase 1 $5 to $10 report showed costs to airlines at San Jose million greater than benefits in San Jose. Never (est.) undertook Phase 2, system-wide analysis. Never submitted study for FAA review. Burbank-Glendale-Pasadena 2000 Ongoing Estimated Proposed curfew restricting all aircraft Airport (Now known as Bob cost is be- operations from 10:00 p.m. to 7 a.m. FAA Hope Airport) tween $2 issued comments on the preliminary Part and $4 mil- 161 analysis and the study was stopped. lion. Naples Municipal Airport 1999 2003 Estimated Enactment of a total ban on Stage 2 gen- Naples, Florida cost of eral aviation jet aircraft less than 75,000 $1.0 to $1.5 pounds. The airport began enforcing the million for restriction on March 1, 2002. FAA has consulting deemed the Part 161 study complete; how- and legal ever, FAA has ruled that the restriction fees due to violated federal grant assurances. Cur- litigation. rently going through appeals process. Van Nuys Airport 2004 Ongoing N.A. Proposing to prohibit Stage 2 aircraft from Van Nuys, California the airport and establish a curfew for Stage 3 aircraft. Los Angeles International Air- N.A. N.A. N.A. The study has not yet begun. The purpose port of the study will be to prohibit east depar- Los Angeles, California tures from 12:00 a.m. to 6:30 a.m. N.A. - Not available. Sources: Telephone interviews with Federal Aviation Administration officials and staffs of various airports.

2-5 AIRCRAFT OPERATING way length. Since these conditions PROCEDURES vary considerably, it is not possible to safely mandate the use of reduced Summarized below and described in thrust takeoffs. Business jet aircraft some detail in the paragraphs to fol- operating at Hillsboro Airport must low are several possible aircraft oper- use standard departure thrust due to ating procedures that, if implemented the warmer weather experienced in at Hillsboro Airport, may reduce the the region from late spring to early adverse effects of airport-generated fall. Efforts to encourage the use of noise to the surrounding community. reduced thrust takeoffs are generally not accepted by pilots due to a belief • Reduced thrust takeoffs that the measure adversely affects safety margins. Therefore, this meas- • Thrust cutbacks after takeoff (for ure is unlikely to be implemented by jets) pilots and aircraft operators. Fur- thermore, there is no readily available • Maximum climb departures means to determine compliance with this measure, even if it was imple- • Minimum approach and pattern mented. Thrust output cannot be altitudes measured outside the aircraft. It should be noted, however, that Full • Noise abatement approach proce- Authority Digital Electronic Control dures (FADEC) jet engines calculate the precise thrust needed for takeoff by con- • Limitations on use of reverse sidering aircraft weight and atmos- thrust during landings pheric conditions. At times, this can be less than full power. Therefore, to a certain extent, this measure is al- Reduced Thrust Takeoffs ready in use at the airport by air- planes outfitted with this new tech- A reduced thrust takeoff for jet air- nology. craft involves takeoff with less than full power (thrust). A reduced power setting is used throughout both takeoff Include in Compatibility roll and climb. Study Recommendations

No, as this procedure is not generally Evaluation accepted by pilots. In addition, there is no uniform standard for implemen- Use of the procedure depends on air- tation, and it is difficult to measure craft weight, weather, wind condi- compliance. tions, pavement conditions, and run-

2-6 Thrust Cutbacks after Takeoff accepted by the industry. Aircraft op- (For Jets) erators fear the consequences of a pro- liferation of airport-specific proce- As a service to the general aviation dures. As the number of procedures industry, the National Business Air- increase, it would become more and craft Association (NBAA) prepared more difficult for pilots to become pro- noise abatement takeoff and arrival ficient at all of them and still maintain procedures for business jets. Since comfortable safety margins. It would that time, this program has virtually be similar to asking motorists to com- become an industry standard for op- ply with a different set of braking and erators of business jet aircraft. There acceleration procedures at every inter- are two types of departure procedures: section in the city. In any case, safety the standard procedure and the close- requires that the use of thrust cut- in procedure. They are illustrated in backs in any given situation must be Exhibit 2A. left to the discretion of the pilot based on weather conditions and operational The NBAA standard departure proce- characteristics of the aircraft. dure calls for a thrust cutback at 1,000 feet above field level (AFL) and a The standard NBAA or manufac- 1,000 feet-per-minute climb to 3,000 turer’s suggested close-in procedure feet altitude during acceleration and that results in lower noise levels near flap retraction. The close-in procedure the airport is better suited for the is similar, except that it specifies a Hillsboro area given the distance of thrust cutback at 500 feet AFL. While noise-sensitive uses relative to the both procedures are effective in reduc- runway ends. ing noise, the locations of the reduction vary with each. The standard While the preceding discussion has fo- procedure results in higher altitudes cused on turbine-powered aircraft and lower noise levels over down- thrust reductions, piston-powered air- range locations, while the close-in pro- craft with constant speed propellers cedure results in lower noise near the can also reduce noise output through airport. Many aircraft manufacturers power reductions and propeller pitch have developed their own thrust cut- changes after takeoff. Piston-powered back procedures. Neither NBAA pro- aircraft with constant speed propellers cedure is intended to replace the pro- should be encouraged to reduce takeoff cedure recommended by the manufac- power to climb power as soon as prac- turer and published in the aircraft op- tical after departure, and to reduce erating manual. propeller revolutions per minute (RPMs) and propeller noise. Takeoff power reductions and increases in Evaluation propeller blade pitch are recommended for most of these types of air- Some airports have defined voluntary craft to reduce engine stress and pro- special thrust cutback departure pro- long engine life. cedures; however, this is not generally

2-7 Include in Compatibility runway end, a thrust cutback proce- Study Recommendations dure as described earlier is more appropriate at Hillsboro Airport. Yes, as some turbine-powered aircraft already use this measure at the airport. This is generally accepted and Include in Compatibility implemented by pilots in lieu of re- Study Recommendations duced thrust departures. Pilots of piston-powered aircraft with constant No. Thrust cutback is more appropri- speed propellers also reduce power ate for Hillsboro Airport considering and propeller RPM after departure. the residential development off almost every runway end at the airport.

Maximum Climb Departures Minimum Approach Maximum climb departures can help and Pattern Altitudes reduce noise exposure over populated areas some distance from an airport. A minimum approach altitude proce- This procedure requires the use of dure would entail an air traffic control maximum thrust with no cutback on requirement that all positively- departure. Consequently, the poten- controlled aircraft approach at a speci- tial noise reductions in the outlying fied minimum altitude until the air- areas are at the expense of significant craft must begin its descent to land. noise increases closer to the airport. This would affect only those aircraft that are a considerable distance from the airport and are well outside the Evaluation noise exposure contours. Accordingly, increases in approach altitudes gener- The use of maximum climb or best an- ally result in only very small reduc- gle departure procedures can, in some tions in noise levels away from the cases, help to reduce noise exposure airport environment. This measure over populated areas some distance would also have the effect of increas- from the airport. Noise-sensitive land ing the traffic pattern altitude. uses exist fairly close to the airport to the south and southwest. As a result, if this procedure were to be used, the Evaluation potential noise reductions in the outlying areas would be at the expense of Currently, the pattern altitude at noticeable increases in noise to resi- Hillsboro Airport is 1,204 feet above dential areas closer to the airport. mean sea level (MSL), which is 1,000 Therefore, this procedure is not appli- feet above the airport’s established cable to Runway 12 or Runway 20. elevation of 204 feet. Generally speak- Low-density residential is located ing, a doubling of the altitude of air- north of Evergreen Road. Due to the craft within the traffic pattern or cir- location of residential uses off each cling approach (to 2,204 feet MSL)

2-8 STANDARD PROCEDURE

At 1,000 feet AFL, 03MP01-2A-5/12/05 accelerate to final segment speed (Vfs) and retract flaps. Power reduced to a quiet climb setting while maintaining 1,000 FPM maximum climb rate and airspeed not to Above 3,000 feet AFL, exceed 190 KIAS until normal climb schedule reaching 3,000 feet resumed with gradual AFL. If ATC requires application of climb level-off prior to power. reaching 3,000 feet AFL, power must be reduced so as not to Maximum practical rate exceed 190 KIAS. of climb at V2+20 KIAS to 1,000 feet AFL with takeoff flap setting.

3,000' 1,000'

BRAKE LIFT END OF AIRPORT RELEASE OFF RUNWAY BOUNDARY

CLOSE-IN PROCEDURE

Maximum practical rate of climb at V2+20 KIAS to 500 feet AFL with takeoff flap setting. 3,000' 1,000' 500'

BRAKE LIFT END OF AIRPORT RELEASE OFF RUNWAY BOUNDARY

Note: It is recognized that aircraft performance will differ with aircraft type and takeoff KEY conditions; therefore, the business aircraft operator must have the latitude to determine AFL - Above field level whether takeoff thrust should be reduced prior to, during, or after flap retraction. ATC - Air traffic control FPM - Feet per minute Source: National Business Aircraft Association (NBAA), "NBAA Noise Abatement Program," KIAS - Knots, indicated airspeed January 1, 1993. PORT OF PORTLAND Exhibit 2A NBAA NOISE ABATEMENT DEPARTURE PROCEDURES would achieve a noise reduction of west below 1,000 feet.” Maintaining only four to six decibels. The human an altitude 1,000 feet above the high- ear can normally discern a distinction est obstacle within 2,000 feet of the of three decibels. Raising the pattern flight path is stated in 14 CFR Part altitude, however, would have the 91.119, Minimum Safe Altitudes: Gen- negative effect of enlarging the traffic eral; therefore, this is a requirement pattern as aircraft would have to ex- that all pilots must comply with. tend each leg of the traffic pattern to climb to, or descend from, the increased altitude. This could place re- Noise Abatement petitive operations over areas that do Approach Procedures not regularly experience operations from the traffic pattern. Larger traffic These procedures include the minimal patterns and higher altitudes would use of flaps in order to reduce any air- also tend to decrease airspace capacity frame noise, the use of increased ap- as the aircraft would take longer to proach angles to keep aircraft higher descend or climb. on approach, and two-stage descent profiles, which can keep aircraft higher on the approach during the Include in Compatibility first stage of the descent. A two-stage Study Recommendations descent profile involves a complex final approach to the airport where one No. This would cause a potential deg- portion of the final approach is flown radation of airspace and airfield ca- at a higher altitude to remain higher pacity as aircraft would take longer to over noise-sensitive land uses. climb or descend. The need to lose additional altitude would increase the size of the traffic pattern. This could Evaluation place repetitive operations over areas that currently do not experience regu- Approach procedures to reduce noise lar activity. This could also interfere impacts were attempted in the early with the implementation of other days of noise abatement, but are no compatibility measures addressing the longer favorably received. All these visual and instrument approaches to techniques raise safety concerns be- the airport. cause they are non-standard and require an aircraft to be operated out- It should be noted that the current side its optimal safe operating con- Port noise abatement policy does re- figuration. Hillsboro Airport’s preci- quest pilots maintain a minimum alti- sion approach path indicators (PAPIs) tude over residential areas. A 1994 on Runway 12-30 and visual approach Memorandum of Understanding slope indicators (VASI) on Runway 2- (MOU) between the Port and the FAA 20 are all set to a 3-degree approach stipulates that “aircraft should avoid slope angle. Increasing the approach unnecessary overflight of the urban slope angle above the standard 3- residential areas to the south and degrees would require higher sink

2-9 rates, which can reduce pilot reaction Evaluation time and erode safety margins. Some of these procedures (i.e., the minimal The goal is to voluntarily reduce the use of flaps), have actually been found noise from reverse thrust when air- to increase noise because of power ap- craft land at Hillsboro Airport. Thrust plications needed to arrest high sink reversers redirect the flow of the jet rates. Two-stage descent profiles are engine thrust toward the front of the difficult to implement at airports such aircraft. Reversing the power in this as Hillsboro that accommodate a high way slows the aircraft when on the percentage of visual approaches. ground. The use of reverse thrust is PAPI and VASI are ground-based within the pilot’s discretion/control navigational aids which provide visual and is based on stability and safety. It descent path guidance. These systems is also based on runway conditions, can only be configured to identify a landing conditions, and weather condi- single descent path. tions once the aircraft is on the runway. Reverse thrust restrictions can significantly reduce landing safety Include in Compatibility margins on shorter runways and in- Study Recommendations crease runway occupancy time. While the use of reverse thrust can reduce No. These procedures are generally brake wear, newer generation brake not accepted within the industry as pads are not prone to the wear once they raise safety concerns and may in experienced by aircraft owners. To be fact increase noise in some instances effective, this measure will require the (reduction in the use of flaps). It is not construction of additional exit taxi- practical to consider a two-stage de- ways on Runway 12-30. Additional scent profile for an airport such as exits, in particular high-speed exit Hillsboro that accommodates a major- taxiways, allow aircraft to exit the ity of visual approaches to landing. runway at higher rates of speed than do traditional exit taxiways (those oriented perpendicular to the runway Limitation on Use of Reverse centerline). Four such exit taxiways Thrust During Landing are planned for Runway 30 in the 2005 Airport Master Plan. The addi- Thrust reversal is routinely used to tion of these taxiways should encour- slow jet aircraft immediately after age pilots to use reverse thrust on touchdown. This is an important landing less frequently. safety procedure that has the added benefit of reducing brake wear. Limits on the use of thrust reversal can re- Include in Compatibility duce noise impacts off the sides of the Study Recommendations runways, although they would not significantly reduce the size of the Yes. A reduction in the use of reverse noise contours. thrust can have a noticeable reduction

2-10 in noise from each turbine-powered 3. Construct high-speed exits on Run- aircraft landing. However, a reduction way 30 as depicted on the 2005 in the use of reverse thrust is only Airport Layout Plan to encourage practical with the construction of addi- pilots of jet aircraft to limit the use tional high-speed exit taxiways to of reverse thrust after landing. Runway 30. The construction of up to four such high-speed exit taxiways is currently scheduled for 2008. RUNWAY USE AND FLIGHT ROUTES

Aircraft Operating The land use pattern around the air- Procedures Summary port provides clues to the design of arrival and departure corridors for noise Exhibit 2B summarizes the results of abatement. By redirecting air traffic the aircraft operating procedures over compatible land uses via poten- screening analysis. This analysis, us- tial measures such as a runway use ing the color-coding system and crite- program, controlling touch-and-go/ rion described earlier in this chapter, training activity, and modifying de- supports the conclusions and recom- parture and arrival corridors, noise mendations of the preceding text. impacts may be significantly reduced in noncompatible areas. These meas- Of the six (6) aircraft operating proce- ures are described in the following dure measures examined, two (2) have paragraphs. been carried forward for inclusion in the compatibility study recommenda- As shown previously in Chapter One, tions summarized in Chapter Four Hillsboro Airport is surrounded by a (thrust cutback and limitations on the mixture of commercial/industrial and use of reverse thrust during landing). residential uses. Additional commer- Three (3) specific recommendations cial/industrial development is pro- have been developed for Hillsboro Air- posed north of the airport. port from the aircraft operating procedure measures discussed above. These include: Runway Use Programs

1. Encourage the use of thrust cut- Runway use programs for noise man- back after departure for jet air- agement refer to the use of selected craft. The NBAA close-in proce- runways by aircraft. There are two dure is most applicable for depar- types of runway use programs: rota- tures. tional and preferential. Rotational runway use is intended to distribute 2. Aircraft should avoid unnecessary aircraft noise equally off all runway overflight of urban residential ar- ends. Preferential runway use pro- eas below 1,000 feet above ground grams are intended to direct as much level (AGL). aircraft noise as possible in one direction.

2-11 Federal Aviation Administration way use program places a majority of (FAA) Order 8400.9 describes national the departure operations at the air- safety and operational criteria for es- port to the northwest of the airport tablishing runway use programs. It over primarily agricultural uses and defines two classes of programs: for- open space. Departures from Runway mal and informal. 2 also fly over compatible industrial, office, and agricultural land uses. • A formal program must be defined Runway 2 is used approximately five and acknowledged in a Letter of percent of the time. Making the cur- Understanding (LOU) between rent informal preferential runway use FAA's Flight Standards Division program into a formal mandatory and Air Traffic Service, the airport runway use program would require all proprietor, and the airport users. the users at the airport to sign a MOU Once established, participation by that mandates the runway use pro- aircraft operators is mandatory. gram. Given the number of different Formal programs can be extremely airport users, pursuing a formal run- difficult to establish, especially at way use program would be very diffi- airports with many different users. cult.

• An informal program is an ap- The intent of the existing preferential proved runway use system which runway use program is to minimize does not require the LOU. Infor- the use of Runway 12. The departure mal programs are typically imple- path of this runway extends directly mented through a Tower Order and over dense residential land uses. A publication of the procedure in the 1998 tower order places limitations on Airport/Facility Directory. Par- the use of Runway 12 for jet depar- ticipation in the program is volun- tures. Specifically, when the tower is tary. open, jet departures are limited between the hours of 0600 (6:00 a.m.) and 0900 (9:00 a.m.) and 2000 (8:00 Evaluation p.m.) to 2200 (10:00 p.m.), except when the wind is greater than 10 The 1993 Hillsboro Airport Compati- knots from 090 degrees to 150 degrees, bility Study recommended Runway 2 when the aircraft is a LifeFlight heli- and Runway 30 as preferred departure copter or other operation requiring runways. A 1994 Memorandum of priority handling, or when undue de- Understanding (MOU) between the lay would be incurred during periods Port and the FAA designates Runway when the tower cannot provide visual 30 as the preferred departure runway. separation from opposite direction This runway is used approximately 90 traffic during restricted visibility con- percent of the time. This is an infor- ditions. mal preferential runway use program. Although it is recognized that there Consideration needs to be given to are scattered residential uses north of specifically limiting departures on Evergreen Road, the preferential run- Runway 12 after the tower is closed.

2-12 04SP12-2B-8/19/05 decibels. circling approach would achieve a noise reduction of only 4 to 6 doubling of the altitude aircraft within traffic pattern or outside the noise exposure contours. that are a considerable distance from the airport and well must begin its descent to land. Mostly affects only those aircraft conducted at a specified minimum altitude until the aircraft All positively-controlled aircraft approaches should be of significant noise increases closer to the airport. the outlying areas (due to higher altitude) are at expense on departure. Consequently, the potential noise reductions in procedure requires the use of maximum thrust with no cutback over populated areas some distance from an airport. The Maximum climb departures can help reduce noise exposure has been established. A reduction in thrust after lift-off and a positive rate of climb Limitations On Use of Reverse Thrust Noise Abatement Approach Procedures Minimum Approach and Pattern Altitudes Maximum Climb Departures Thrust Cutback After Takeoffs (jet aircraft) setting is used throughout both takeoff roll and climb. A takeoff for jet with less than full thrust. A reduced power Reduced Thrust Takeoffs Compatibility Impact/Benefit aircraft is on the runway. conditions, landing conditions and weather once the based on stability and safety. It is also based on runway The use of reverse thrust is the pilot’s discretion/control and is the power in this way slows aircraft when on ground. the jet engine thrust toward front of aircraft. Reversing when aircraft land at HIO. Thrust reversers redirect the flow of The goal is to voluntarily reduce the noise from reverse thrust two-stage descent profiles to keep aircraft higher on approach. reduce airframe noise, the use of increased approach angles, and The procedures include the minimal use of flaps in order to Generally speaking, a majority of aircraft operating at Hillsboro Airport. does not apply to VFR traffic which constitutes the No direct cost to implement. Value is limited as it pilots. cutbacks after departure are generally preferred by Program. Value of procedure is limited as thrust in the short term as part of Noise Abatement No direct cost to implement. Could be implemented procedures. takeoff according to the manufacturer prescribed Airport. Many jet operators reduce thrust after Program. Already in common use at Hillsboro in the short term as part of Noise Abatement No direct cost to implement. Could be implemented procedure is not generally accepted by pilots. Program. Value of procedure is limited as this in the short term as part of Noise Abatement No direct cost to implement. Could be implemented already in place. The measure should not duplicate existing measures efficiency are also included as part of this criterion. or lower comparative costs, are better. Time and implementing the measure. Generally, lower costs, This criterion evaluates the costs associated with reverse thrust used. higher speed, which can reduce the amount of speed exits allow the aircraft to exit runway at a high speed exits are constructed at the airport. High Program. Value of in the short term as part of Noise Abatement No direct cost to implement. Could be implemented generally not accepted by pilots. Program. Value of procedures are limited as they in the short term as part of Noise Abatement No direct cost to implement. Could be implemented NEGATIVE Financing/Value NEUTRAL procedures are limited unless POSITIVE specify or control the traffic pattern altitude. needs for the region. The Hillsboro ATCT does not FAA. Must be balanced with other airspace control Requires the approval and accepted and implemented. The thrust cutback procedure is generally more close-in procedure is most applicable to Runway 12. applicable to the use of Runway 30, while the for jet aircraft. The standard procedure is most developed and recommends two different procedures of reduced thrust departures. The NBAA has Generally accepted and implemented by pilots in lieu less than full power. precise thrust needed for takeoff. At times, this is New technology FADEC jet engines calculate the industry-accepted consensus for implementation. Procedure is not generally accepted by pilots. No federal law and pilots must be willing to implement. measure must be consistent measure. For example, in order to be feasible the socially, or financially feasible to implement the This criterion looks at whether it is politically, in the use of reverse thrust. There is no general industry standard for a reduction are hard to implement for piston-powered aircraft. teristics of the aircraft. Two-staged descent profiles descent rates and changes the expected flight charac- angles can affect passengers due to the quicker characteristics of the aircraft. Increased approach of flaps on approach changes the expected flight Generally not accepted by pilots. Changes in the use NEGATIVE AIRCRAFT OPERATING PROCEDURES esblt/cetblt Safety/Capacity Feasibility/Acceptability NEUTRAL EVALUATION CRITERION implementation by the with local, state, and POSITIVE management and control. whether the measure has an impact on airspace degrade or increase airfield safety and capacity This criterion looks at whether the measure would to descend and extends the traffic pattern. maximize capacity. A higher altitude requires longer discretion during good visibility conditions to commonly allowed to descend and fly at their own Could decrease airspace capacity. Pilots are No impact of safety or capacity. followed. manufacturer guidelines or NBAA guidelines are Does not affect capacity or safety as long as critical phase of flight. takeoff runs and allowing less power during this reduce the safety of aircraft departures by extending could be developed. Reducing takeoff thrust can Without industry standard, only an arbitrary standard the runway. reverse thrust to ensure the aircraft can be slowed on slow to a safe exit speed. Shorter runways require speed exits, aircraft would use less reverse thrust to aircraft to stay on the runway longer. With high capacity. Using less reverse thrust would require Exiting the runway quicker improves airfield lead to pilot error. Each of these procedures is non-standard which can NEGATIVE NEUTRAL POSITIVE of both the airport and community. The measure should consider and balance the needs descent paths to lose the additional altitude. the traffic pattern and cause aircraft to extend their higher approach altitude would increase the size of airport would benefit from the higher altitude, a While overflights of land uses farther away from the climb. impacted by a maximum performance departure Close-in residential development is adversely reduce the overall noise environment for airport. Reduces noise emissions after takeoff, which can procedure. not materialize as pilots may choose to use this generally-accepted, reductions in takeoff thrust may However, since this procedure in not which can improve noise levels near the airport. Reductions in takeoff thrust may reduce noise levels, exposure. for the airport. Can reduce single event noise Does not directly reduce the noise exposure contours and safety. impacts near an airport, but can impact pilot control Reductions in approach noise can improve the NEGATIVE NEUTRAL Balance POSITIVE south. Runway 30 and 2, especially for turns to the Therefore, thrust cutback is more appropriate for Low-density residential is located to the north. this procedure is not applicable to Runway 12 or 20. exists to the south and east of airport. Therefore, accepted by pilots. Close-in residential development No. The cutback after takeoff is generally more and has widespread support in the industry. Yes. This procedure is already in use at the airport less than full power. for each particular departure. At times, this can be allow the pilot to use amount of thrust necessary pilots. New technology FADEC jet engines only No. This measure is not generally accepted by after landing. pilots to reduce the amount of reverse thrust used Yes. The planned high speed exits could encourage error. industry. Can degrade safety by leading to pilot No. These procedures are not accepted by the above urban residential land uses. continue to encourage aircraft maintain 1,000 feet the traffic pattern. It is recommended that the Port airfield capacity. This measure extends the size of No. Minimum approach altitude reduce airspace and FAA - Federal Aviation Administration ATCT - Airport Traffic Control Tower VFR - Visual Flight Rules NBAA - National Business Aviation Association FADEC - Fully Automated Digital Electronic Control KEY AIRCRAFT OPERATING PROCEDURES Study Recommendations Include in Compatibility PORT OF PORTLAND SCREENING ANALYSIS Exhibit 2B Some jet aircraft have departed Run- away from high-density residential way 12 instead of Runway 30 as dic- development south and southwest of tated by the runway use policy after the airport. the tower is closed.

While the best means to ensure lim- Touch-and-Go ited use of Runway 12 is to have the Operational Changes tower not issue departure clearances for the runway, the tower is not open Touch-and-go activity consists of an 24 hours per day. The decision to fund aircraft practicing takeoffs and land- the operation of the tower for a full 24 ings to the same runway end and stay- hours per day rests with the FAA and ing within the aircraft traffic pattern. is based, in part, on the number of A touch-and-go involves an aircraft overnight operations. Continued pilot making a landing and then departing awareness and knowledge is needed to without exiting the runway. The air- ensure compliance with the limita- craft follows a rectangular flight pat- tions on the use of Runway 12 after tern after departure back to the land- the tower is closed. ing runway end. At many airports, touch-and-go operations are associated The 1994 MOU between the Port and with primary pilot training, although the FAA also identified Runway 2-20 this type of operation is also done by as “a highly noise-sensitive runway” licensed pilots practicing approaches. for which the “use of Runway 20 for takeoffs and Runway 2 for landings should be avoided unless wind or op- Evaluation erational conditions dictate otherwise. As a general rule, Runway 2-20 will be Touch-and-gos or multiple approaches used only when the wind velocity is 10 are frequently done at Hillsboro Air- knots or greater from a direction that port. In 2004, there were 152,531 lo- is between 170 degrees and 230 de- cal general aviation operations (gen- grees or 350 degrees and 050 degrees.” erally involving multiple approaches or touch-and-gos). The touch-and-go operations were done mainly by fixed- Include in Compatibility wing, piston-engined aircraft. Run- Study Recommendations way 2-20 is closed to touch-and-go operations between 2200 (10:00 p.m.) Yes. An informal runway use program and 0600 (6:00 a.m.) local time. An is already in place at the airport. outright restriction of fixed-wing Preferential runway use programs do touch-and-go activity would likely be not affect safety or capacity as the disapproved by the FAA because there program allows for the use of runways are no incompatible land uses within based upon wind conditions. The ex- either the current or projected 65 DNL isting program directs the majority of contour. departures to the north and northeast

2-13 Include in Compatibility commissioned to reduce residential Study Recommendations noise impacts under the Alpha and Bravo patterns. Yes. This measure is already a component of the noise abatement pro- A November 2004 Memorandum of gram at the airport. Touch-and-go ac- Understanding (MOU) between the tivity at night is limited on Runway 2- Hillsboro Airport Tower, the Port of 20, which has been identified as “a Portland, and Hillsboro Aviation, Inc., highly noise-sensitive runway.” establishes a means of implementing specific measures to reduce helicopter training activities. The MOU states Helicopter Pattern Use that helicopters can operate in the training patterns during daylight Hillsboro Airport has three helicopter hours seven days per week. Helicop- training patterns: Alpha, Bravo, and ters must use the higher altitude Charlie. Alpha pattern is located to fixed-wing pattern when flying after the west of the airport over a mixture daylight. In addition, helicopter train- of commercial, industrial, and residen- ing patterns are not to be flown on tial land uses. Bravo pattern is lo- Christmas Day, New Year’s Day, cated east of the airport over indus- Fourth of July, or Thanksgiving Day. trial and residential land uses. Char- lie pattern is located north of the air- The MOU establishes areas of respon- port over large, undeveloped parcels sibility and operating parameters for and industrial and commercial land the three patterns. The MOU states uses. To the north of Evergreen Road, that no more than four (4) helicopters Charlie pattern does extend over low- can be flown at one time, and no more density residential associated with the than two (2) patterns can be used at agricultural land uses in that area. one time. It also states that the pre- However, compared to the Alpha and ferred training pattern is Charlie. Bravo patterns, Charlie pattern has Table 2B outlines the helicopter far less residential overflights and im- training pattern priority. pact. Charlie pattern was recently

TABLE 2B Helicopter Pattern Use By Priority Hillsboro Airport Number of Helicopters in the Pattern (Limit to 4 Total) Pattern 1st Priority 2nd Priority 3rd Priority 4th Priority Alpha 0 1 0 2 Bravo 1 0 2 0 Charlie 3 3 2 2 Source: Memorandum of Understanding (MOU) between the Hillsboro Airport Tower, Port of Portland, and Hillsboro Aviation, Inc., November 2004.

2-14

Evaluation cial land uses and farther away from the existing low-density residential The established helicopter traffic pat- land uses located on Evergreen Road, terns segregate helicopter and fixed- 273rd Avenue (Eggman Road), and wing traffic. This increases airfield 268th Avenue (Sowell Road). capacity. While the Charlie traffic pattern encompasses some low-density residential land uses, it also includes a Rotational Use Of greater area of open space and indus- Helicopter Patterns trial and commercial land uses than the Alpha or Bravo patterns and has The intent of a rotational use program far fewer residential impacts. An out- for helicopter patterns would be to dis- right restriction of activity would tribute noise equally between all three likely be disapproved by the FAA be- patterns. This would be similar to a cause there are no impacts within ei- rotational runway use program as de- ther the current or forecast 65 DNL scribed above. This involves develop- contours. ing a criterion to define the maximum number of daily operations within a pattern or the number of hours the Include in Compatibility pattern may be in operation each day. Study Recommendations The airport’s current (and any future) helicopter training operators or the Yes. The segregation of helicopter and airport traffic control tower (ATCT) fixed-wing traffic needs to continue at staff would have to monitor the the airport due to the number of op- amount of time each pattern is used erations of both helicopters and fixed- and make efforts to balance operations wing aircraft. The Charlie pattern en- between the three patterns. compasses compatible industrial, commercial and open space. There are far fewer residential homes and im- Evaluation pacts than the Alpha and Bravo patterns. The priority for the use of Wind conditions and the level of traffic Charlie pattern should be retained for in the patterns may not allow for the these reasons. Industrial and com- equal distribution between patterns. mercial land uses should be planned Of primary concern with this measure for the area under the Charlie pattern is that rotating use of the patterns in the future. The Charlie Pattern would shift more activity back to the should be relocated to the east as Alpha and Bravo patterns. This would shown in the 2005 Airport Master increase noise over concentrated resi- Plan once the parallel is constructed. dential areas. The Charlie pattern This will push the Charlie pattern far- was implemented to reduce the noise ther east over industrial and commer- levels over these areas.

2-15 Include in Compatibility departure runways as detailed in the Study Recommendations runway use program discussed above.

No. Rotating helicopter traffic back to While immediately after departure, the Alpha and Bravo patterns is con- aircraft are located over a compatible trary to the very reason the Charlie corridor, turns to the east and south pattern was established. While the can cause aircraft to overfly residen- Charlie pattern does encompass some tial areas at lower altitudes. To en- low-density residential development, sure pilots have sufficient time to gain this pattern has far fewer residential altitude before turning to the south or impacts than the Alpha and Bravo east over residential areas, a series of patterns and encompasses more in- visual and instrument departure turns dustrial and commercial land use and have been recommended. open space. A departure turn program directs aircraft to fly along the runway heading Departure Turns until reaching a designated landmark or established distance from the de- A common noise abatement technique parture runway end prior to turning is to route departing aircraft over on course. For Runway 30 (30L and noise-compatible areas immediately 30R once the parallel runway is con- after takeoff. In order to be fully effec- structed), aircraft during visual flight tive, the compatible corridor must be conditions could maintain runway relatively wide and closely aligned heading until crossing N.E. Jackson with the runway so that turns over the School Road. After crossing N.E. area are practical. Jackson School Road, the aircraft could then make the turn to their enroute course. During periods when Evaluation inclement weather may not allow pilots to visually identify crossing N.E. Two viable noise-compatible corridors Jackson School Road when departing exist for aircraft departing Hillsboro Runway 30 (30L after the parallel Airport. These noise-compatible corri- runway is constructed), the pilots dors are located along the extended could identify crossing N.E. Jackson centerlines of Runway 30 and Runway School Road using distance measuring 2. As shown on Exhibit 2C, these equipment (DME) in their aircraft. corridors currently include large areas Jackson School Road is approximately of open space or industrial/commercial two nautical miles from the localizer land uses. From a compatibility per- antenna located behind the Runway spective, these corridors assist in en- 30 end. For Runway 2, pilots could be suring compatible departure routes for asked to fly to Evergreen Road before approximately 95 percent of the de- initiating any turns. These proce- parture operations at the airport as dures could also be overlaid in the fu- these corridors align with the primary ture with a series of waypoints to de-

2-16

03MP01-2C-8/19/05 NORTH AGL DME 2,500 0 - Above Ground Level - Distance Measuring Equipment - Distance Measuring Date of Photo: 2000 DateD of a LEGEND Departure TracksDeparture Future Parallel Runway Line Property Airport t e

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i d G n g L POTENTIAL NOISE ABATEMENT PORT OF PORTLAND DEPARTURE TRACKS Exhibit 2C fine an area navigation (RNAV) depar- tinue on runway heading until reach- ture procedure. ing 1,000 AGL when turns to their enroute course could be made. To assist in formalizing this procedure for instrument flight rule (IFR) departures, the Farmington Three depar- Instrument and Visual ture procedure could be revised to re- Approaches quire aircraft to fly the two nautical miles as measured by DME from the Approaches involving turns relatively Hillsboro localizer when departing close to the airport can sometimes be Runway 30. defined over noise-compatible corridors. These can be defined as either There are no viable departure corri- visual or instrument approaches. Vis- dors for aircraft departing Runway 12 ual approaches offer a greater degree (Runway 12L and 12R after the paral- of flexibility regarding their final ap- lel runway is constructed) and Run- proach courses. Since these ap- way 20. The land uses under the ex- proaches follow a “see and avoid” tended centerline of these runways in- methodology, pilots can visually avoid clude a mixture of commer- noise-sensitive areas. This allows for cial/industrial and open space; how- approaches that can be designed to ever, there is also considerable resi- avoid certain areas using visual dential development. The best method ground references. Visual approaches for compatibility for departures on for smaller aircraft need a stabilized, these runways is to limit their use us- straight-in final approach up to one ing the runway use programs assigned mile. If large aircraft are involved, a above. When departures are neces- longer straight-in final approach of at sary for any of these runways due to least two miles would be needed. wind conditions, pilots should climb to 1,000 feet AGL as soon as practical Instrument approach procedures are a while maintaining runway heading series of predetermined maneuvers before initiating a turn to their en- established by the FAA that use route course. ground-based navigational aids to assist pilots in locating and landing at an airport. Nonprecision instrument Include in Compatibility approaches and circling approaches Study Recommendations provide the pilot with course guidance information only. Precision ap- Yes. Exhibit 2C depicts the proposed proaches provide both altitude and noise abatement departure tracks for course guidance. Runways 2 and 20. Consistent with current noise procedures, departures on Runways 20 and 12 would be lim- Evaluation ited to the extent practicable based on prevailing wind conditions. Aircraft At Hillsboro Airport, visual and in- departing these runways would con- strument approaches from the south-

2-17 east to Runway 30 and from the proach procedure to Runway 30 as southwest to Runway 2 lack a viable this is the prevailing runway in use. noise-compatible corridor. Shifting An instrument approach to Runway the approach path would result in 30 would reduce the number of over- overflights of existing noise-sensitive flights of the City of Hillsboro west of areas south of the airport. Even with the airport. Currently, aircraft ap- the advent of advanced navigational proaching the airport from the south technology, the relative closeness of on an instrument flight plan and re- incompatible land uses to the airport quiring the use of an instrument ap- prevents the avoidance of these areas proach procedure must overfly the when using an instrument approach City of Hillsboro to access the Runway or larger aircraft are using the run- 12 ILS. An instrument approach to way. Therefore, some overflight can- Runway 30 would eliminate this prac- not be avoided. tice.

However, for small piston engine air- Visual approach procedures with at craft with lower approach speeds, least a one nautical mile final ap- close-in (less than one mile) final approach could be encouraged for Run- proaches are possible. Small piston ways 12, 20, and the proposed short engine aircraft approaching Runway 2 parallel runway (12L). One nautical and Runway 30 (Runway 30L after the mile straight-in approaches to Run- parallel runway is constructed) should ways 12R (after the construction of the be encouraged to maintain close-in fi- parallel runway), 20 and 12L would nal approaches. For Runway 2, this keep aircraft over noise-compatible could involve aircraft making the right corridors. turn from base to final over the commercial development southwest of the Cornell Road/N.E. 25th Street intersec- Include in Compatibility tion. For Runway 30, this could in- Study Recommendations volve small aircraft making their right turn from base to final south of the Yes. Small aircraft should be encour- Brookwood Parkway/Cornell Road in- aged to conduct short final approaches tersection. to Runway 2 and Runway 30 to avoid direct overflights of dense residential An instrument approach from the development. Larger, faster aircraft northwest to Runway 12 currently require longer final approaches and guides aircraft over compatible land sometimes wider approach paths; uses. The Runway 12 Instrument therefore, they will not be able to Landing System (ILS) approach is a avoid some overflight of dense residen- straight-in precision instrument ap- tial development. One mile or greater proach. Hillsboro Airport also has two final approach segments should be other published nonprecision instru- utilized for Runways 12 (12R after the ment approach procedures. short parallel runway is constructed), proposed Runway 12L, and Runway The 2005 Airport Master Plan recom- 20. mends a straight-in instrument ap- 2-18 A straight-in instrument approach to peratures increase, causing runway Runway 30 will reduce the number of length requirements to increase. overflights of those portions of the City of Hillsboro west of the airport for aircraft approaching from the south and Runway Use and requiring the use of an instrument Flight Routes Summary approach procedure. Members of the Technical Advisory Group (TAG) suggested that consid- Intersection Departures eration be given to defining specific approach and departure paths for Intersection departures refer to air- helicopters. This is a common proce- craft beginning their takeoff roll from dure at airports with significant levels a point other than the runway, usually of helicopter and fixed-wing traffic, at a taxiway intersection. While these such as Hillsboro Airport. These pro- operations are usually undertaken to cedures, implemented through a letter reduce taxi time, such operations can of agreement, define specific compati- help centralize departure noise on the ble arrival and departure paths to and airfield. from primary landing areas on the airport. They reduce controller workload as the helicopter pilot is in- Evaluation structed to follow a specific path to or from the airport and needs no further Intersection departures can inhibit instruction. Defined approach and aircraft from safely departing the air- departure paths allow for the efficient port. These operations are further ingress and egress from the airport as jeopardized by the hot weather experi- the development of the procedures is enced in the region from late spring to focused on the most efficient means of early fall, which increases runway ingress/egress. Effective procedures, if length requirements. In addition, implemented, could reduce the num- residents located off the departure end ber of helicopters which must hold of the airport would likely be impacted over residential development south of by greater levels of aircraft noise, the airport while waiting for clearance since aircraft have a shorter distance to land. The Port should convene a in which to gain altitude prior to leav- separate working group comprised of ing the airfield. individual helicopter operators and interested citizens to consider the most efficient means of helicopter ac- Include in Compatibility cess and egress. Study Recommendations Exhibit 2D summarizes the results of No. Intersection departures are dis- the runway use and flight routes couraged as they tend to increase screening analysis. This analysis, us- noise and can be unsafe when tem- ing the color-coding system and crite-

2-19 rion described earlier in this chapter, 230 degrees or 350 degrees and 050 supports the conclusions and recom- degrees. mendations of the preceding text. 4. Designate Runway 12-30 (Runway Of the seven runway use and flight 12R-30L after construction of the route measures examined, five have parallel runway) as the preferred been carried forward for inclusion in runway for large aircraft (aircraft the compatibility study recommenda- over 12,500 pounds) use. Request tions which are summarized in Chap- voluntary restriction on jet use of ter Four. A total of 18 specific recom- Runway 2-20. mendations have been developed for Hillsboro Airport considering the run- 5. Runway 2-20 closed to touch-and- way use and flight route measures dis- go landings between 2200 (10:00 cussed above. These include: p.m.) and 0600 (6:00 a.m.).

1. Continue the use of Runway 30 6. Maintain priority use of helicopter (Runway 30L after construction of patterns as defined in the Novem- the parallel runway) as the pre- ber 1, 2004, Memorandum of Un- ferred departure runway. derstanding (see Table 2B). 7. Relocate the Charlie pattern and 2. Continue limiting the use of Run- landing area to the east once the way 12 for jet departures. Do not parallel runway is constructed. use Runway 12 for jet departures from 2000 (10:00 p.m.) to 0900 8. Develop helicopter reporting points (9:00 a.m.) except when wind con- and arrival and departure routes ditions are between 090 degrees that route helicopters away from clockwise 150 degrees (inclusive) at noise-sensitive development. 10 knots or more. When the tower is open, requests for the use of 9. Request aircraft departing Runway Runway 12 will be considered for 30 (Runways 30L and 30R after LifeFlight flights or other opera- construction of the parallel run- tions requiring priority handling or way) under visual conditions to if an undue delay will be incurred maintain runway heading until during periods that the Hillsboro reaching N.E. Jackson School Tower is unable to provide visual Road. separation from opposite direction traffic due to restricted visibility 10. Request aircraft departing Runway conditions. 30 under instrument conditions to maintain runway heading until 3. Continue limiting the use of Run- reaching two nautical miles (as way 20 for departure and Runway measured by distance measuring 2 for arrival. Runway 2-20 should equipment [DME]) from the local- only be used when the wind is 10 izer antenna). knots or greater from a direction that is between 170 degrees and

2-20 04SP12-2D-9/15/05 immediately after takeoff. This involves routing departing aircraft over noise-compatible areas methodology, pilots can visually avoid noise-sensitive areas. approach courses. Since these approaches follow a "see and avoid" approaches offer a greater degree of flexibility regarding their final be defined as either visual or instrument approaches. Visual sometimes be defined over noise-compatible corridors. These can Approaches involving turns relatively close to the airport can can help centralize departure spool-up noise on the airfield. operations are usually undertaken to reduce taxi time, such (intersection takeoffs) other than the runway end. While these spool-up and takeoff role from a point, usually taxiway intersection Intersection departures refer to aircraft beginning their engine for pattern use. a period may be in operation each day or defining priority system equally between all three patterns. This involves defining how long The intent of a rotational use program would be to distribute noise land uses. over more compatible industrial land and lower density residential commissioned in October 2004 to move more helicopter operations high-density residential development. The Charlie Pattern was Bravo, and Charlie. The Alpha and Bravo patterns are located over Hillsboro Airport has three helicopter training patterns: Alpha, p.m.) and 0600 (6:00 a.m.) local time. operations are not authorized on Runway 2-20 between 2200 (10:00 and then departing without exiting the runway. Touch-and-go traffic pattern. A touch-and-go involves an aircraft making a landing landings to the same runway end and staying within aircraft Touch-and-go activity consists of an aircraft practicing takeoff and Intersection Departures Instrument and Visual Approaches Departure Turns Rotational Use of Helicopter Patterns Helicopter Pattern Use Touch-and-Go Operational Changes Runways 12 and 20. conducted on Runway 30. Existing MOU limits departures on airport. Runways 2 and 30 preferred for departure. Most departures Informal preferential runway use program already in place at the Runway Use Programs Compatibility Impact/Benefit from noise-sensitive areas. Value of procedures is high as aircraft are directed away the short term as part of Noise Abatement Program. No direct cost to implement. Could be implemented in for Runways 2 and 30. close-in turns (less than one mile from the runway end) Abatement Program. Current pilot's guide recommends recommendations are already a component of the Noise No direct cost to implement. Visual approach the short term as part of Noise Abatement Program. No direct cost to implement. Could be implemented in reduce impact under the Alpha and Bravo patterns. Value is limited as the Charlie Pattern was established to more compatible land uses. places most helicopters in the Charlie Pattern, which has place. Value is positive as the priority for operation The training patterns and landing areas are already in density residential are limited at night on Runway 2-20. procedure is positive as repetitive operations over high No direct cost to implement. Value of existing land use is minimized. unnecessary departures over high density residential the Noise Abatement Program. Value is high as No direct cost to implement. Already a component of already in place. The measure should not duplicate existing measures efficiency are also included as part of this criterion. or lower comparative costs, are better. Time and implementing the measure. Generally, lower costs, This criterion evaluates the costs associated with NEGATIVE Financing/Value NEUTRAL POSITIVE acceptance in the industry. The use of departure turns enjoys considerable industry. approach paths enjoy considerable acceptance in the established be the FAA. Visual noise abatement Any new instrument procedure would need to be industry-accepted consensus for implementation. Procedure is generally not accepted by pilots. No The allow the equal distribution between patterns. conditions and the level of traffic in the patterns may not No system in place to define pattern of use. Wind to reduce helicopter training noise. established a means of implementing specific measures Tower, the Port of Portland, and Hillsboro Aviation, Inc., A November 2004 MOU between the Hillsboro Airport Already a component of the Noise Abatement Program. federal law and pilots must be willing to implement. measure must be consistent measure. For example, in order to be feasible the socially, or financially feasible to implement the This criterion looks at whether it is politically, between the Port and ATCT. The preferential program is controlled by a 1994 MOU NEGATIVE esblt/cetblt Safety/Capacity Feasibility/Acceptability RUNWAY USE & FLIGHT ROUTES NEUTRAL EVALUATION CRITERION with local, state, and POSITIVE Minimal impact on capacity safety. Minimal impact on capacity or safety. aircraft need to abort the departure. A reduction in takeoff length reduces safety should the management and control. whether the measure has an impact on airspace degrade or increase airfield safety and capacity This criterion looks at whether the measure would on capacity or safety. This would not change that system so there is no impact the airport needs to be in place maximize capacity. A system of segregating fixed wing and helicopters at fixed wing traffic. This increases airfield capacity. The helicopter training patterns segregate and the northeast over compatible industrial land. airfield capacity. The traffic pattern would be located to the parallel runway after construction to maximize Most touch-and-go activity is planned to be relocated by wind conditions. allows for the use of Runways 2 and 12 when dictated Does not affect safety or capacity. The existing program NEGATIVE NEUTRAL POSITIVE Directs aircraft away from noise-sensitive areas. the City to land on Runway 12. Aircraft approaching from the south must now pass over number of instrument flights over the City Hillsboro. An instrument approach to Runway 30 could reduce the takeoff path. after takeoff which could affect land uses under the end of the runway, departing aircraft are generally lower While takeoff noise is moved away from the departure under the Alpha and Bravo patterns. the impacts to high-density residential development patterns. The Charlie Pattern was established to reduce would place more activity in the Alpha and Bravo distribute operations between each pattern, this measure While the intent of this measure would be to evenly training patterns at the airport. most compatible land uses of the three helicopter The Charlie Pattern was established as it contains the development near the airport. reduces this activity over the high density residential of both the airport and community. The measure should consider and balance the needs the north and northeast of airport. The most compatible departure contours are located to Departures over high density residential are minimized. NEGATIVE existing limitation on the use of Runway 2-20 NEUTRAL Balance POSITIVE be limited to the extent practicable. overflights. Therefore, the use of these runways should Runway 12 or Runway 20 which would limit Road. There are no compatible departure corridors off from Runway 20 would not turn until passing Evergreen measured from the localizer antenna. Visual departures would not turn until reaching two nautical miles as Road. Aircraft departures under Instrument Flight Rules would not turn until reaching N.E. Jackson School Yes. As proposed, visual departures from Runway 30 which have close-in residential development. final approaches recommended for Runways 30 and 2 approach to Runway 30. Close-in (less than one mile) Yes. Encourage the FAA to implement an instrument compromised when the takeoff distance is reduced. industry as it reduces takeoff length. Safety is No. This measure is not generally accepted within the to the reasons why Charlie Pattern was established. back to the Alpha and Bravo patterns would be contrary No. Rotating a greater percentage of helicopter traffic The priority should be for use of the Charlie Pattern. Bravo patterns and has far fewer residential impacts. commercial and industrial uses than the Alpha and Pattern includes a greater area of open space and of total operations conducted at the airport. The Charlie traffic needs to continue at the airport due number Yes. The segregation of helicopter and fixed wing a.m. the use of Runway 2-20 between 10:00 p.m. and 6:00 program at Hillsboro Airport. Retain the limitation on Yes. Already a component of the noise abatement program at Hillsboro Airport. Yes. Already a component of the noise abatement ATCT - Airport Traffic Control Tower MOU - Memorandum of Understanding KEY RUNWAY USE & FLIGHT ROUTES Study Recommendations Include in Compatibility PORT OF PORTLAND SCREENING ANALYSIS Exhibit 2D 11. Request the FAA change the Farm- extensions, new runways, moving ington Three Departure Procedure runway arrival/departure thresholds, to limit left turns after departing acoustical barriers, and run-up enclo- Runway 30 until the aircraft has sures. New runways, runway exten- reached two nautical miles (as sions, and moving runway thresholds measured by distance measuring do not, in and of themselves, reduce equipment [DME]) from the local- the amount of noise energy emitted izer antenna). from the airport; they only shift noise from one location to another. Acousti- 12. Request aircraft departing Runway cal barriers and run-up enclosures can 2 to maintain runway heading un- reduce ground noise levels by absorb- til reaching Evergreen Road. ing and blocking some of the noise energy emitted from aircraft. 13. Request aircraft maintain runway heading until reaching 1,000 feet AGL for departures from Runway Runway Extensions 12 (Runways 12L and 12R once the And New Runways parallel runway is constructed) and Runway 20. New runways aligned with compatible land development or runway exten- 14. Continue the use of right traffic sions that shift aircraft operations far- patterns for Runway 2 and Run- ther away from residential areas are a way 30. proven means of noise abatement. New runways are most effective where 15. Once the parallel runway is con- there are large compatible areas near structed, establish a right traffic an airport and existing runways are pattern for Runway 30R. aligned with residential areas.

16. Encourage close-in (less than one mile) final approaches for Runways Evaluation 2 and 30 (Runways 30L and 30R after construction of the parallel Hillsboro Airport’s existing runways runway). generally line up with the undeveloped corridors northwest and north- 17. Establish a straight-in instrument east of the airport. Constructing a approach procedure to Runway 30. new runway or runway extension solely for the purposes of noise abate- 18. Limitation on intersection depar- ment would not be feasible at this tures. time.

The 1993 Airport Compatibility Study FACILITIES DEVELOPMENT recommended a short 3,600-foot parallel runway and a new helipad to in- Facility development for the purposes crease efficiency. The 2005 Airport of noise abatement includes runway Master Plan concurred with these rec-

2-21 ommendations. A new runway 700 over the dense residential areas lo- feet northeast of and parallel to Run- cated southwest and southeast of the way 12-30 is planned. This new run- airport. way is planned to be 3,600 feet long and will be used primarily for small fixed-wing aircraft. The Runway 30R Include in Compatibility traffic pattern would have right turns, Study Recommendations while Runway 12L would have left turns. This would place the traffic Yes. Construct a parallel runway for pattern to the east/northeast over the small aircraft use. This reduces the lesser developed areas containing number of operations to Runway 30, in commercial and industrial land uses, particular the repetitive touch-and-go open space, and low-density residen- operations, and allows for the traffic tial development. The traffic patterns patterns to be more consistent and for the existing Runways 12-30 and 2- uniform as aircraft spacing does not 20 are planned to remain unchanged. have to meet the requirements of a For Runway 12-30, this keeps the traf- wide variance in aircraft operating fic east/northeast of the airport. speeds. Relocate the Charlie pattern landing area when the parallel run- The new parallel runway has the ad- way is constructed. This will move the vantage of segregating small and large Charlie pattern to the east over open aircraft operations. This increases the space and industrial/commercial land capacity of the airfield and reduces de- uses. lay. This segregation of aircraft allows for more uniform traffic patterns as aircraft of the same capability and Remote Helicopter speeds will use the same pattern and Operating Area not require significant differences in spacing. This measure considers moving helicopter training operations away from The new parallel runway will require Hillsboro Airport. This could either the helipad associated with the Char- involve the construction of a new land- lie pattern to be relocated farther ing area or the use of another existing northeast. Shifting the helipad north airport site. Developing a new helicop- to accommodate the parallel runway ter operating area would require the will move the Charlie pattern farther purchase of land in a remote area away from concentrated residential away from future residential develop- developments southwest and south- ment and the construction of a suit- east of the airport. Exhibit 2E de- able landing pad. picts the new parallel runway and relocated Charlie pattern helipad. Evaluation The new parallel runway and the dis- tant-future “Charlie” pattern helipad The majority of current helicopter are anticipated to reduce noise levels training operations are conducted

2-22 LEGEND Existing Airport Property Line

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PORT OF PORTLAND Exhibit 2E MASTER PLAN CONCEPT AIRSIDE away from Hillsboro Airport. Opera- Include in Compatibility tor estimates conclude that 60 percent Study Recommendations of helicopter activity takes place at other regional airports away from No. Based on operator estimates, the Hillsboro Airport. majority of helicopter operations are already being conducted away from The construction of a new helicopter- Hillsboro Airport. Federal funding as- only training site is not likely to be sistance is unlikely for such a project eligible for federal funding assistance. as there are currently no incompati- A project of this nature would need to bilities within the 65 DNL contour. reduce incompatibilities within the 65 The use of the remote helicopter area DNL contour. As described in Chapter would have to be on a voluntary basis. One, there is no incompatible devel- Voluntary use of a remote site may be opment within the existing or pro- problematic as it would increase the jected 65 DNL contour at Hillsboro cost to the user. While moving the Airport. helicopter training operations to an outlying airport or new training site While moving the helicopter training would reduce noise impacts under the operations to an outlying facility current helicopter training pattern, would reduce noise impacts under the there would be increased noise im- current helicopter training pattern, pacts between Hillsboro Airport and there would be increased impacts be- the remote site. This can impact new tween Hillsboro Airport and the re- areas that are not subject to aviation mote site as well as at the new site. noise at this time. Moving the location would also require property acquisition, environmental clearance, and airspace clearance. Displaced and Relocated Thresholds An agreement between the Port and helicopter users to utilize the remote A displaced threshold involves the facility would also be necessary. An shifting of the touchdown zone for agreement of this type may be prob- landings further down the runway. A lematic as it would increase training relocated threshold involves shifting costs and decrease efficiency for the both the touchdown point and the users. Without an agreement, the takeoff initiation point (i.e., original Port would not have the authority to runway end is completely moved). require helicopter operators to use a These techniques can promote noise remote landing area. The use of a re- abatement by effectively increasing mote landing area would be voluntary. the altitude of aircraft at any given Consequently, if a viable remote area point beneath the approach. The were available, it’s unknown whether amount of noise reduction depends on or not it would be used. the increase in altitude which, in turn, depends on the length of the dis- placement.

2-23 Evaluation Include in Compatibility Study Recommendations The current master plan recommends a 238-foot relocation or shift of the No. Runway 12-30 cannot be shifted Runway 2 end to the northeast and a to the north away from noise-sensitive 151-foot extension to the relocated land uses. The Runway 2-20 thresh- Runway 20 end. When combined, the old relocations are being done to meet runway shift and extension will pro- safety standards. vide aircraft departing to the southwest a total of 389 feet of additional distance to gain altitude before over- Acoustical Barriers flying residential land uses located south and west of the airport. Shifting Acoustical barriers, such as noise Runway 2-20 to the northeast will walls or berms, are intended to shield provide the necessary length for both areas from the noise of aircraft power- existing and future aircraft to operate ing up for takeoff and rolling down the on this runway in the safest manner runway. They are ineffective once the possible. This shift will also provide aircraft lifts off. It is also possible to the visual distances required to meet use the orientation of on-airport build- FAA design standards for safe aircraft ings to provide a noise barrier to pro- operations during those hours air traf- tect nearby residential areas from fic controllers do not occupy the tower. noise. Noise walls act best over rela- There is an added benefit of this shift tively long distances, and their bene- that allows aircraft to be slightly fits are greatly affected by surface to- higher on approach to the Runway 2 pography and wind conditions. The end and closer to compatible indus- effectiveness of a barrier is directly re- trial land uses when departing from lated to the distance of the noise the same end. Exhibit 2E also depicts source from the receiver, the distance the shift and extension of Runway 2- from the barrier itself, as well as the 20. angle between the ends of the berm and the receiver. Shifting or extending Runway 12-30 to the northwest away from residential While noise walls and berms can at- areas is not feasible because of the lo- tenuate noise, they are sometimes cation of Evergreen Road. Evergreen criticized by airport neighbors because Road has already been shifted north to they obstruct views. Another common provide proper runway safety areas complaint is that airport noise can be- per federal guidelines. Additional come more alarming, particularly shifting of Evergreen Road would re- noise from unusual events, because sult in 90-degree turns or closure of a people are unable to see the source of portion of Evergreen Road. the noise.

2-24 Evaluation nance run-ups may be restricted by airport operators. These restrictions, At Hillsboro Airport, noise berms or when they apply to run-ups as a sepa- walls would be largely ineffective for rate function from the takeoff and the attenuation of aircraft noise. East, landing of the aircraft, do not appear west, and south of the airport, existing to need special FAA review or ap- industrial and commercial develop- proval under 14 CFR Part 161. (See ment is located between the departure Airport Noise Report, Vol. 6, No. 18, ends of Runways 12-30 and 2-20 and September 26, 1994, p. 142.) They noise-sensitive development. Given are, nevertheless, subject to other le- the compatible development and dis- gal and constitutional limitations on tance between the noise-sensitive de- unjust discrimination, undue interfer- velopments around the airport, there ence with interstate commerce, or con- are no suitable areas for the effective flict with FAA grant assurances. Ex- placement of such a barrier. isting aircraft maintenance run-up noise impacts could be mitigated through the installation of a relocated Include in Compatibility run-up pad or enclosure. If con- Study Recommendations structed, it will be essential to establish policies for the use of that facility. No. FAA safety standards preclude locating the barrier close enough to Maintenance run-up activity occurs the runway end to be effective. frequently at Hillsboro Airport. The present maintenance run-up area is located at the Runway 12 end where Run-up Areas and Restrictions an earthen berm has been constructed to absorb noise energy during run-up. Engine run-ups are a necessary and Relocating a run-up area can be effec- critical part of aircraft operation and tive in reducing the impacts of aircraft maintenance. Pre-departure run-ups run-up noise. Moving the designated are required for all piston aircraft to run-up area toward the center of the ensure the safe operation of the engine airport, farther away from noise- and systems. These run-ups occur at sensitive uses or behind structures the end of the runway and usually such as aircraft hangars, can reduce only occur for a few minutes. noise impacts.

Run-ups are required for various air- In recognition of the concerns over craft maintenance operations as well. maintenance run-up activity, the 2005 Engine run-ups are a necessary part of Airport Master Plan recommended aircraft service and maintenance. moving the current maintenance run- They are necessary to diagnose prob- up area from the north end of Taxiway lems and test the effectiveness of A to a new run-up area located on the maintenance work. Engine mainte- east end of Taxiway C.

2-25 Evaluation Include in Compatibility Study Recommendations The implementation of restrictions that would curtail pre-departure en- Yes. The maintenance run-up area gine run-ups could hinder airport op- should be relocated near the Runway erators and safety and would likely 20 end as proposed in the 2005 Airport face litigation. A pre-departure run- Master Plan. The Port should develop up is essential activity to ensure the a maintenance run-up policy detailing safety of the aircraft before departure when and how maintenance run-ups and is usually conducted at the run- are conducted on the airport. way end. Therefore, no type of restrictions should be considered for this type of activity. Run-Up Enclosure

Currently, there are several busi- An engine run-up enclosure is a spe- nesses that perform aircraft mainte- cial kind of noise barrier which can be nance at Hillsboro Airport. These op- appropriate at airports with extensive erations involve both jet and propeller- aircraft engine maintenance opera- driven aircraft and range from partial tions. Run-up enclosures are designed to maximum power. Maintenance so that aircraft can taxi or be towed run-ups are currently permitted at the into them. The structures are de- run-up pad located at the north end of signed to absorb and deflect noise gen- Taxiway A adjacent to Runway 12. erated by the run-up, thus reducing Residential areas west of the current noise levels emanating from such ac- run-up pad have raised concerns over tivities at the airport. aircraft run-up noise from this location. Evaluation The 1993 Airport Compatibility Study recommended the evaluation of differ- Run-up enclosures are generally con- ent locations for aircraft run-ups. The sidered when there are multiple daily existing Master Plan recommends the maintenance run-up activities, par- relocation of the run-up pad to the ticularly those occurring at night or in east end of Taxiway C adjacent to the early morning hours. Setting limi- Runway 20. This will move aircraft tations on when maintenance run-up run-up activity closer to the center of areas can be used is an effective the airport and further away from method of controlling run-up activi- noise-sensitive land uses. Exhibit 2E ties. depicts the current and proposed run- up areas.

2-26 Include in Compatibility IMPLEMENTATION Study Recommendations STRATEGIES

No. The number of maintenance run- The success of the noise abatement ups is presently low at the airport and program requires a continuous effort varies greatly. This level of activity to encourage and monitor program would not support construction costs. compliance, track and respond to noise FAA grant funding is uncertain since complaints, and develop and distribute there is not incompatible development information on the “Fly Friendly” pro- in the existing or future 65 DNL con- gram. These strategies are discussed tour. below.

Facilities Development Monitor Noise Abatement Summary Measure Compliance

Exhibit 2F summarizes the results of Monitoring compliance with the noise the facilities development screening analysis. This analysis, using the abatement measures involves check- color-coding system and criterion de- ing periodically with airport users and scribed earlier in this chapter, sup- the local tower manager regarding ports the conclusions and recommen- procedure usage. It may be necessary dations of the preceding text. from time to time to arrange for noise monitoring, noise modeling, or flight Of the six facilities development track analysis to study issues that measures examined, three have been may arise in the future. carried forward for inclusion in the compatibility study recommendations Meetings between airport staff, air- which are summarized in Chapter port users, airport tenants and private Four. Two specific recommendations citizens may also be necessary. These have been developed for Hillsboro Air- meetings are beneficial as they allow port considering the runway use and flight route measures discussed above. airport staff to gain an understanding These include: of future potential issues and the success of the current noise abatement 1. Establish a maintenance run-up policies and procedures. policy.

2. Relocate the maintenance run-up Evaluation area north of the Runway 20 end as shown in the 2005 Airport Mas- The Port has held meetings with air- ter Plan. port users and the local tower manager in the past to disseminate noise

2-27 abatement information. Regular the type of aircraft, the noise level meetings between airport users and generated, and the flight pattern used the tower manager could be consid- by the aircraft that prompted the ered in the future. These meetings noise complaint. Over time, this in- are beneficial as they allow the Port to formation could be used to further re- gain a better understanding of the fine noise abatement measures at the success of the current noise abatement airport. This system could also be a policies and procedures and potential valuable evaluation tool for existing issues that may be of concern in the noise abatement procedures. future. The installation of an Airport Surveil- The Port has also installed permanent lance Radar system at Hillsboro Air- noise monitors around the airport. port is the responsibility of the FAA. Consideration could also be given to The Port maintains this as a high pri- enhancing the noise monitoring sys- ority improvement for the Airport; tem with a flight tracking system. It however, the FAA will decide if and is important to note the limitations on when a radar system is installed. the noise data because currently there is only limited radar coverage at the Hillsboro Airport facility. Currently, Include in Compatibility noise events can be identified but they Study Recommendations cannot be tied to a specific aircraft event because the radar data is not Yes. This is already occurring at the available. When radar is installed, airport. This measure is most effec- individual aircraft that show up on tive with radar coverage. The instal- radar as a flight track can then be lation of a radar system by the FAA linked to specific noise levels at the would facilitate tracking and identifi- permanent noise monitors. cation.

The noise and flight track system would serve several objectives for the Tracking and Responding airport. The first objective would be to to Noise Complaints build credibility in the airport’s noise exposure contours and noise abate- Tracking noise complaints can aid in ment efforts. Second, the permanent understanding the geographic distri- noise monitors could also be used to bution of the public’s airport noise accurately determine the extent of the complaints. Noise complaint informa- change in noise contours over the tion can also be helpful in understand- densely developed areas south and ing when changes to the operational west of the airport where a significant procedures or aircraft fleet mix are number of noise complaints are gener- creating new noise impacts in the air- ated. Finally, the airport does not port area. It should be noted, how- have the means to correlate specific ever, that noise complaints by them- aircraft noise events to noise com- selves cannot be taken as a complete plaints. By implementing this system, assessment of a noise problem at an the airport would be able to determine 2-28 04SP12-2F-9/15/05 or landings. A berm or wall to shield areas from noise of aircraft departures Acoustical Barriers noise levels off the airport. absorb and deflect noise generated by the run-up, thus reducing engine maintenance operations. The structures are designed to which can be appropriate at airports with extensive aircraft An engine run-up enclosure is a special kind of noise barrier Run-Up Enclosures area on the east side of airport north Runway 20 end. energy during run-up. The Master Plan identifies an alternate end where an earthen berm has been constructed to absorb noise present maintenance run-up area is located at the Runway 12 Maintenance run-up activity occurs at Hillsboro Airport. The Run-Up Areas & Restrictions noise-sensitive development. This includes moving thresholds away from residential or other Displaced & Relocated Thresholds a new landing area or the use of another existing airport site. Hillsboro Airport. This could either involve the construction of This considers moving helicopter training operations away from Remote Helicopter Operating Area to the north and northeast where most departures are conducted. Existing runways are already aligned with compatible land use which is near compatible industrial and low-density residential. touch-and-go operations to the northeast runway to address capacity concerns. This will move most The Master Plan identifies a new small-aircraft-only parallel Runway Extensions & New Runways Compatibility Impact/Benefit side of the airport, the runway. design standards preclude placing the barrier close to the closer noise source is to barrier. FAA development. Acoustical barriers are most effective between the runway ends and noise-sensitive Cost is high. Value is limited to the distance Limited maintenance activities occurring now. the airport and vary greatly in time duration. governed by the type of maintenance activities on Cost is high. The number of maintenance run-ups is be implemented in the short term. as restrictions on maintenance run-up activities can Construction costs can be significant. Value is high further away from noise-sensitive uses. as approach and departure operations are moved Construction costs can be significant. Value is high Hillsboro Airport. operations are already being conducted away from cost to the operator. Some level of training operations to a site further away. This increases the whether any users would voluntarily move has been identified. Value is limited as it uncertain Construction costs could potentially be high. No site of operations to Runway 30. HIO as the parallel runway would reduce number away from noise-sensitive uses. Rated positive for as approach and departure operations can be moved Construction costs can be significant. Value is high already in place. The measure should not duplicate existing measures efficiency are also included as part of this criterion. or lower comparative costs, are better. Time and implementing the measure. Generally, lower costs, This criterion evaluates the costs associated with NEGATIVE Financing/Value NEUTRAL POSITIVE available for construction. the 65 DNL contour, FAA grant funding may not be Since there is no incompatible development within available for construction. the 65 DNL contour, FAA grant funding may not be Since there is no incompatible development within run-up area is eligible for FAA grant assistance. location on the airport. of day maintenance run-ups can occur and their The Port has the full authority to designate time eligible for FAA grant funding. Runway threshold locations/displacements are the 65 DNL contour. are currently no incompatible developments within such a facility. Federal funding is unlikely as there voluntarily. The Port could not force any user to use Users of the remote training area would have to so as the project gets closer to implementation). Port Commission (future approval will be necessary funding and has been approved, in concept, by the The parallel runway is eligible for FAA grant federal law and pilots must be willing to implement. measure must be consistent measure. For example, in order to be feasible the socially, or financially feasible to implement the This criterion looks at whether it is politically, NEGATIVE esblt/cetblt Safety/Capacity Feasibility/Acceptability FACILITIES DEVELOPMENT NEUTRAL EVALUATION CRITERION Construction of the new with local, state, and POSITIVE management and control. whether the measure has an impact on airspace degrade or increase airfield safety and capacity This criterion looks at whether the measure would moves them to a new location. piston-powered aircraft. Does not reduce operations; segregates larger business aircraft from smaller The parallel runway increases capacity and Generally no impact on capacity or safety. Generally no impact on capacity or safety. Generally no impact on capacity or safety. Generally no impact on capacity or safety. Hillsboro. Does not affect the capacity or safety of operations at NEGATIVE NEUTRAL POSITIVE of both the airport and community. The measure should consider and balance the needs placing the barrier close to runway. is to the barrier. barriers are most effective the closer noise source does not reduce noise after lift-off. Acoustical Effective at attenuating departure spool-up noise but during a maintenance run-up activity. Run-up enclosures can reduce the noise emissions impacts of these activities. occur and their location on the airport can reduce Limitations on the time of day maintenance run-ups noise-sensitive development can improve balance. Shifting thresholds away from residential or site. travel route to the new training site and Hillsboro Airport, noise would increase along the to a remote site would reduce noise exposure near helicopter training operations from Hillsboro Airport While moving a portion or all of the existing corridors. with the primary compatible approach and departure runways needed as the existing are aligned property, and low density residential uses. No new further to the northeast over open space, industrial The parallel runway traffic pattern would be located NEGATIVE NEUTRAL FAA design standards preclude Balance POSITIVE Runway 30). aircraft operating speeds (which currently occurs to spacing does not have to change wide variances in patterns to be more consistent and uniform as aircraft of operations to Runway 30 and allows for traffic large aircraft operations. This can reduce the number Yes. The parallel runway will segregate small and effective. barriers close enough to the runway end to be No. FAA safety standards preclude locating the solution to maintenance run-up concerns. runway area and a run-up policy provide quicker grant funding is uncertain. The relocation of the support the construction for the enclosure. FAA low at the airport and varies greatly. This may not No. The number of maintenance run-ups is presently Runway 20 end. run-up area near the center of the airport at the during the day. The Master Plan identifies a new policy that limits these activities to a certain period Yes. The Port should establish a maintenance run-up Airport Master Plan. safety standards at the airport in 2005 Hillsboro planned to be relocated 238’ feet northeast to meet physical constraints. The Runway 2 threshold is away from noise-sensitive uses due to existing No. Runway 12-30 cannot be shifted to the north may not have existing noise exposure. area. It would transfer noise to another area which operators cannot be forced to use a remote training capacity limitations must use other airports. Existing cannot operate in the existing training patterns due to being conducted remotely. Some helicopters which No. The majority of helicopter training is currently Study Recommendations Include in Compatibility PORT OF PORTLAND FACILITIES DEVELOPMENT SCREENING ANALYSIS Exhibit 2F airport. Many unpredictable variables “Fly Friendly” Program can influence whether a person chooses to file a noise complaint. A “Fly Friendly” program is intended Some people who are annoyed may to be a comprehensive outreach effort find it inconvenient or intimidating to to educate all stakeholders in the air- call and complain. Others who decide port environs about noise abatement to complain may be unusually sensi- efforts. Generally, they are intended tive to noise or may be especially anx- to open communication between the ious about aircraft overflights. Un- airport, airport users, and local resi- usual events, rather than a long-term dents. These programs typically in- situation, may also prompt a com- clude pilot guides and videos, regular plaint. pilot briefings, neighborhood meetings and real estate agent seminars.

Evaluation Evaluation The Port currently has a system of recording and responding to noise com- The Port has established a “Fly plaints. In addition to recording and Friendly” program that includes a pi- filing complaints, it is important for lot guide and distributes noise abate- the airport management to respond to ment information through the inter- complaints, even if it is not possible to net. take remedial action. The Port is in the process of updating the current noise monitoring and flight track sys- Include in Compatibility tem which will include an integrated Study Recommendations noise complaint monitoring feature. The Port currently has a Geographical Yes. A “Fly Friendly” program has Information System which could be several components, some of which are further expanded to perform noise re- directed at reducing noise through pi- lated analysis. lot education and others which are intended to raise the awareness of current and potential residents about the Include in Compatibility existence of the airport and measures Study Recommendations in place to reduce noise impacts.

Yes. This is already occurring at the The “Fly Friendly” program compo- airport. Consistent evaluation of the nents applicable to pilot education can noise abatement program is needed to be expanded to include the following ensure success. efforts:

2-29 • Distribution of a pilot guide de- ports the conclusions and recommen- scribing airport noise abatement dations of the preceding text. information at Hillsboro Airport. The guide should include an aerial All three implementation measures photo showing the airport and the have been carried forward for inclu- surrounding area, pointing out sion in the compatibility study rec- noise-sensitive land uses and pre- ommendations which are summarized ferred noise abatement procedures. in Chapter Four. Nine specific rec- It could also include other informa- ommendations have been developed tion about the airport that pilots for Hillsboro Airport considering the would find useful. The guide implementation measures discussed should be suitable for insertion into above. These are: a Jeppesen manual so that pilots will be able to conveniently use it. 1. Promote the Aircraft Owners and Pilots Association (AOPA) Noise • Inclusion of the noise abatement Awareness Steps for light aircraft. policies in the FAA’s Air- port/Facility directory. 2. Limitation on formation/multiple aircraft flights without the ap- • Inclusion of the noise abatement proval of the Airport Manager. policies on the Port’s web page. 3. Install radar coverage to the surface at Hillsboro Airport. • Post information signs and posters in public areas at the airport iden- 4. Monitor noise abatement compli- tifying the noise abatement pro- ance, enhancing with flight track- gram. ing once improved radar coverage is available at Hillsboro Airport. • Conduct meetings with pilots to discuss safety and noise abatement 5. Maintain the permanent noise procedures at the airport. monitoring system to monitor noise abatement compliance.

• Production of pilot educational materials to educate pilots about the 6. Maintain the system for receiving, analyzing, tracking, and respond- Port’s noise abatement program. ing to noise complaints.

7. Continue the “Fly Friendly” pro- Implementation gram. Implement the following to Measures Summary notify pilots of the noise abatement program: Exhibit 2G summarizes the results of the implementation strategies screen- a. Distribution of a printed pilot ing analysis. This analysis, using the guide describing the noise color-coding system and criterion de- abatement policies established scribed earlier in this chapter, sup- in this study. Provide separate

2-30 04SP12-2G-8/19/05 noise abatement information through the internet. Neighborly" program that includes a pilot guide and distributes estate agent seminars. The Port has established a "Fly videos, regular pilot briefings, neighborhood meetings, and real local residents. These programs can include pilot guides and/or open communication between the airport, airport users, and about noise abatement efforts. Generally, they are intended to outreach effort to educate all stakeholders in the airport environs A "Fly Friendly" program is intended to be a comprehensive "Fly Friendly" Program area. aircraft fleet mix are creating new noise impacts in the airport understanding when changes to the operational procedures or Noise complaint information can also be helpful in geographic distribution of the public's airport noise complaints. Tracking noise complaints can aid in understanding the Tracking & Responding to Noise Complaints in the future. modeling, or flight track analysis to study issues that may arise from time to time to arrange for noise monitoring, noise tower manager regarding procedure usage. It may be necessary involves checking periodically with airport users and the local Monitoring compliance with the noise abatement measures Monitor Noise Abatement Measure Compliance Compatibility Impact/Benefit costs for this effort. outreach thereby requiring continued administrative management at all Port-owned airports and for program. The Port has staff positions dedicated to The Port already has elements of a "Fly Friendly" needed to ensure success. effort. Value is high as consistent evaluation is requiring continued administrative costs for this noise management at all Port-owned airports thereby The Port already has staff positions dedicated to needed to ensure success. effort. Value is high as consistent evaluation is requiring continued administrative costs for this noise management at all Port-owned airports thereby The Port already has staff positions dedicated to already in place. The measure should not duplicate existing measures efficiency are also included as part of this criterion. or lower comparative costs, are better. Time and implementing the measure. Generally, lower costs, This criterion evaluates the costs associated with NEGATIVE Financing/Value NEUTRAL POSITIVE programs as long they are aware of the program. Pilots generally comply with noise abatement mapping and trend analysis. The Port has GIS, which can be expanded with responsibility of the FAA. tracking. Improving radar coverage is the sole Radar coverage is needed to implement flight federal law and pilots must be willing to implement. measure must be consistent measure. For example, in order to be feasible the socially, or financially feasible to implement the This criterion looks at whether it is politically, NEGATIVE esblt/cetblt Safety/Capacity Feasibility/Acceptability IMPLEMENTATION STRATEGIES NEUTRAL EVALUATION CRITERION with local, state, and POSITIVE management and control. whether the measure has an impact on airspace degrade or increase airfield safety and capacity This criterion looks at whether the measure would Generally no impact on capacity or safety. Generally no impact on capacity or safety. Generally no impact on capacity or safety. NEGATIVE NEUTRAL POSITIVE of both the airport and community. The measure should consider and balance the needs intentions. program so they can comply with the program's Pilots must have easy access to the noise abatement to defining the program and tracking its success. The public's input into noise abatement is necessary implementing the operational procedures. program maintains the balance created by Monitoring the noise abatement program ensures implementing the operational procedures. program maintains the balance created by Monitoring the noise abatement program ensures NEGATIVE NEUTRAL Balance POSITIVE tracking and identification. of radar coverage by the FAA would greatly facilitate permanent noise monitoring system. The installation Yes. Already occurring to a certain extent with the addressing noise abatement. public needs to understand the efforts of the Port in knowledge of noise abatement procedures. The Outreach to pilots is necessary ensure adequate Yes. Elements already in place at the airport. to ensure success. evaluation of the noise abatement program is needed Yes. Already occurring at the airport. Consistent Study Recommendations Include in Compatibility IMPLEMENTATION STRATEGIES PORT OF PORTLAND SCREENING ANALYSIS Exhibit 2G publications for fixed-wing and a. Printed publications such as helicopters. brochures and newsletters.

b. Inclusion of the noise abate- b. Public information meetings ment policies in the FAA’s Air- with homeowners’ associa- port/Facility directory. tions, citizen participation organizations (CPOs), civic c. Inclusion of the noise abate- groups, local governmental ment policies on the Port’s web meetings, etc. page. c. Meetings with representa- d. Post information signs and tives from the real estate in- posters in public areas at the dustry. airport identifying the noise abatement program. SUMMARY e. Conduct meetings with pilots to discuss safety and noise abate- This chapter identified and evaluated ment procedures at the airport. the range of potential aviation operational measures that could be imple- f. Production of pilot educational mented to improve compatibility be- materials to educate pilots tween the Hillsboro Airport and those about the airport’s noise abate- communities immediately surrounding ment program. it. Those measures that had merit for implementation were selected follow- 8. Establish a standing advisory ing a rigorous screening analysis and committee of interested citizens considering input from the Technical and tenants to regularly review Advisory Group (TAG) focused on air- and discuss airport issues with port operations. This chapter identi- Port staff. fied the final aviation operational procedures resulting from the selected 9. Establish a public outreach pro- measures. Chapter Four examines the gram to discuss the noise abate- implementation schedule and priori- ment program with the general ties for the recommended compatibil- public to raise awareness and en- ity procedures and measures identified sure potential residents near the in this chapter. airport are aware of the location of the airport and the efforts undertaken for improved compatibility. Elements could include:

2-31 PORT OF PORTLAND Chapter Three LAND USE MEASURES CHAPTER THREE PORT OF PORTLAND

land use measures

This chapter evaluates various land use management measures that could possibly prevent or reduce the potential for future adverse effects of airport-generated noise. These land use management tools can be grouped into three categories:

1) Policy Techniques 2) Regulatory Techniques 3) Expenditure Techniques

While the purpose of the policy and regulatory techniques is to address existing and guide future development, the expenditure techniques involve potential payments for mitigation assistance. The following sections will give a brief overview of various airport land use management techniques and an evaluation of the benefits of each technique for Hillsboro.

In coordination with a Technical Advisory Group (TAG), screening criteria have been developed and applied to the broad range of potential land compatibility measures included in this chapter to identify the most probable measures for implementation. This screening criterion includes:

• Financing/Value - This criterion identifies cost consider- ations involved with implementation of the measure. This criterion also examines the value of the measure. This can be viewed as the cost-effectiveness of the measure as well as the timing of benefit derived from the measure. Measures that can be implemented in short order have a greater value than those requiring a longer period to implement or realize benefits.

3-1 • Feasibility/Acceptability – This • Proactive – This criterion consid- criterion examines whether the ers whether the proposed measure measure is politically, socially, and will minimize future increases of financially feasible to implement. incompatible development. For example, in order to be implemented, the measure must be con- A rating system has been developed sistent with local, state, and fed- and incorporated within this analysis eral laws. For capital projects, the to assist the reader in easily identify- likelihood for federal funding assis- ing whether the proposed measures tance is also identified. Most im- have a compatibility impact/benefit. portantly, this criterion identifies The color-coded system identifies whether or not a measure would be whether the measure, when consider- acceptable to pilots and imple- ing the specific criteria individually, mented. has a negative, neutral, or positive compatibility impact/benefit. Red is • Consistency/Coordination – used to connote a negative impact; yel- This criterion looks at whether the low, a neutral impact; and green, a measure ensures or allows for a co- positive benefit. ordinated planning process between Washington County, the The following provides an illustrative City of Hillsboro, Metro, the State example of how this coding system has of Oregon Department of Aviation, been used in this analysis. Consider the Federal Aviation Administra- the rating of a measure using the fi- tion (FAA), and the Port of Port- nancing/value criterion. Consider that land. Each one of these entities the measure would have only small has a role in ensuring the long- administrative costs to implement term compatibility between the op- (generally a positive rating) but has eration of the airport and the local limited value due to the potential for communities. the measure to be implemented (negative). In this example, the positive as- • Balance – This criterion considers pects of the low costs to implement whether this measure balances the and negative impacts of value result in needs of both the airport and com- a neutral rating. A similar logic has munity. For example, the measure been applied to each measure and cri- needs to ensure the operational terion in this analysis, resulting in freedom of the airport to meet the appropriate ratings. needs of air travelers and air commerce, but the measure must also consider the quality of life expecta- POLICY TECHNIQUES tions of the local community and to reduce, to the extent practicable, Policy techniques that can be used to the negative byproducts of air guide future development include: commerce, primarily noise.

3-2 • Comprehensive Plan State Department of Land Conserva- • Coordination Agreements tion and Development (DLCD), local • Urban Growth Boundaries governments show that they conform • Project Review Guidelines to the statewide planning goals, including Goal 12 (Transportation), It is important to note that the FAA which calls for “a safe, convenient and has established formal land use com- economic transportation system.” patibility guidelines stating that residential land uses at or above the 65 To comply with the Transportation day-night-level (DNL) are non- Planning Rule or TPR (OAR 660 Divi- compatible land uses around airports. sion 12), local jurisdictions are re- The DNL contour represents the av- quired to adopt transportation system erage noise level from all aircraft plans (TSPs). A TSP includes analysis types over a year’s period of time. and alternative plans for each element DNL is the accepted federal and state of the transportation system, includ- noise standard used to depict airport ing airports. Planning for local air- noise contours which serve as a juris- ports is generally addressed as part of dictional boundary for federal noise an “Air” element, unless it is ad- funding participation. It is also the dressed through a stand-alone Airport common jurisdictional noise measure Master Plan. To comply with the Air- used for local land use planning. port Planning Rule (APR) and statutory requirements in ORS 836.600 In general, most land uses (including through 836.630, and to ensure airport residential) are considered compatible land use compatibility, public-use air- below the 65 DNL contour. These ports should adopt an Airport Layout guidelines are also accepted as the ba- Plan (ALP) and map as part of the sis for land use planning in Oregon. TSP or individual airport master plan. However, the Oregon Department of The ALP must examine existing condi- Environmental Quality goes one step tions, existing and future land use further by requiring noise mapping of compatibility issues and conflicts, pro- the 55 DNL contour for local land use posed actions, and the jurisdiction(s) planning purposes. responsible for the plan’s implementation.

COMPREHENSIVE PLAN The preventive technique of incorpo- rating airport planning into adopted Comprehensive long range planning comprehensive plans and TSPs is usu- addresses airport planning at the ally not too controversial, especially highest policy level and is important when an airport is in an undeveloped for land use compatibility because it is area. It is also a relatively low-cost the policy base for community devel- method for airport planning because opment. Long range comprehensive comprehensive plans have to be up- planning provides a framework for fu- dated as part of state periodic review ture land uses. Through a Compre- requirements. During periodic review, hensive Plan, acknowledged by the local governments must take steps to

3-3 comply with requirements in the APR, ment. However, these documents do including adoption of measures that not address the Hillsboro Airport in ensure land use compatibility. depth, and both jurisdictions rely on the Airport Master Plan to comprehensively address planning for the fa- Evaluation cility. With the Port Commission adoption of the Hillsboro Airport Mas- Sections 7, 10, 13, and 15 of the City of ter Plan and supporting documenta- Hillsboro Comprehensive Plan address tion in early June 2005, the city and airport compatibility. These sections county will have adequate long-range include policies targeted at reducing planning in place to support airport noise impacts to noise-sensitive land development for the next 20 years. uses, establishing noise corridors to specify areas over which aircraft should fly, defining the level of service Include in Compatibility that the airport should not exceed, and Study Recommendations defining density targets for development near the airport. An in-depth Yes. The Port should work with discussion of these elements can be Washington County and the City of found in Chapter One. Hillsboro to ensure each comprehensive plan is reflective of the compati- In 2003, Washington County amended bility measures needed for Hillsboro its Comprehensive Plan to address the Airport. The Airport Layout Plan state Airport Planning Rule. The should be adopted as part of the City most significant change was the addi- of Hillsboro and Washington County tion of Policy #42, Airports, stating comprehensive plans. that, “It is the policy of Washington County to protect the function and economic viability of existing public use COORDINATION AGREEMENTS airports, while ensuring public safety and compatibility between airport uses As stated in the Oregon Land Use and surrounding land uses for public Compatibility Guidebook (Guidebook) use airports and for private use air- developed by the Oregon Department ports identified by the Oregon Depart- of Aviation, a coordination agreement ment of Aviation (DOA).” In addition, is an agreement between multiple ju- Policy 5, Noise, was amended to fur- risdictions and other public agencies ther address the general location of that are impacted by an airport. This noise-sensitive uses in the vicinity of is the case with the Hillsboro Airport airports and coordination of land use operations, which currently encom- designations near airports. passes both the City of Hillsboro and Washington County. A coordination The City of Hillsboro and Washington agreement ensures that the effort to County have both recently updated establish or preserve airport land use their TSPs. These documents include compatibility is efficient and effective. policies that support airport develop- It also identifies responsibilities for

3-4 the implementation of other compati- large-lot residential) from the urban bility measures, such as noise abate- development inside the city. ment programs and height restrictions. Evaluation

Evaluation While the Portland Metro UGB is in place just north of the study area, it There is no Coordination Agreement has not limited the development of in- between the City of Hillsboro, Wash- compatible uses from encroaching into ington County, and the Port of Port- the vicinity of the Hillsboro Airport. land to cooperatively manage airport In fact, UGB policies may be partially planning and compatibility. responsible for the high-density incompatible development to the south and west of the airport as the UGB Include in Compatibility tightly controlled residential growth Study Recommendations and expansion.

Yes. A cooperative approach to com- Conversely, the UGB is also partially patibility is necessary due to the responsible for protecting the primary multi-jurisdictional setting of Hills- departure path for the airport. As boro Airport. A coordination agree- noted in Chapter Two, over 90 percent ment would define overall compatibil- of aircraft departures are conducted to ity goals and objectives and, more im- the north and northeast of the airport. portantly, roles and responsibilities for These departure paths are primarily establishing policies to improve and over land not allowed for urban maintain compatibility, conduct plan- growth by the UGB (Runway 30) or ning, and develop land uses near the areas formally in the UGB that are airport. now being developed for compatible uses (Runway 2).

URBAN GROWTH BOUNDARIES The UGB near Hillsboro Airport is expected to be under review by Metro in Urban growth boundaries (UGBs) are 2007. At that time, Metro may con- intended to provide a 20-year reserve sider moving the UGB. There are cur- of land for future urban development. rently no specific plans for the use of They include lands that are, or can be, the property should the UGB be served by urban public facilities and changed, although discussion has been services, and that are suitable and given to planning for compatible uses necessary for future urban expansion. near the airport. Should the UGB be The UGB at Evergreen Road is also changed, compatible land uses will the boundary between the City of need to be planned for this area. Hillsboro and Washington County. It is a fairly dramatic separation of low- The recently approved Measure 37 intensity uses (such as farming and could allow incompatible development

3-5 not allowed by the UGB. Measure 37 PROJECT REVIEW creates a claim for compensation for GUIDELINES the enactment or enforcement of a land use regulation if the land use Planning commissions, planning agen- regulation restricts the use of property cies, and local governing bodies are and has the effect of reducing the fair often required to use their own judg- market value. Under this measure, ment when making decisions on com- state and local governments have a munity development issues such as choice to: 1) pay compensation to the rezoning applications, variances, con- landowner and continue to apply and ditional use permit applications, sub- enforce land use regulations; or 2) division applications and proposed modify, remove, or not apply (“waive”) public improvement projects. The ex- the regulation to allow the owner to ercise of this discretion is constrained use the property for a use permitted at by the legal requirements of the appli- the time the owner acquired the prop- cable ordinances. Where opportunities erty. Should the city or county pursue remain for planning commissions, option 2 described above and settle a planning agencies, and governing bod- compensation claim, it is possible for ies to use their own discretion in the residential or other noise-sensitive development review process, it may be land uses to be developed within the appropriate to adopt project review UGB. guidelines that ensure consideration of airport noise and safety compatibility issues in their evaluations. Include in Compatibility Study Recommendations Evaluation No. While the UGB has provided some level of protection from noise- The Port of Portland’s Aviation Plan- sensitive land uses within the primary ning & Noise Management Depart- departure paths for the airport, it is ment staffs receive notices of proposed likely that the UGB will change near land use actions, such as subdivisions, the airport. As this land is annexed from local governments. These notices into the UGB and the City of Hillsboro are reviewed to determine if the pro- from Washington County, it would be posed development may have a com- extremely beneficial to the airport if it patibility issue with aircraft operating were planned and developed for com- at the airport. This may be due to the patible uses such as industrial devel- height of a proposed structure, a noise- opment. Measure 37 could allow in- sensitive use, landscaping that might compatible land uses outside the UGB. result in a wildlife attractant, or the

3-6 subdivision’s proximity to the airport. 2. Adopt elements required by Written testimony is prepared and, if OAR 660-013-0040 into local necessary, delivered to the reviewing Transportation System Plan body (for example, a local govern- (TSPs). ment’s Planning Commission). In 3. Establish a coordination agreement to formally establish and some cases, Port staff will request preserve airport land compati- conditions of approval to mitigate the bility measures for Hillsboro compatibility issue, such as noise dis- Airport and identify responsi- closure statements or avigation ease- bilities for implementation of ments. compatibility measures. Coor- dination agreements would also require certain airport-related Include in Compatibility compatibility issues to be ad- Study Recommendations dressed when UGB expansion is being considered. Yes. A checklist of airport land use 4. Establish airport-related project compatibility criteria could be devel- review guidelines for develop- oped, with recommendations for incor- ment with discretionary review processes such as plan amend- poration into current review processes ments and zone changes. De- performed by city officials. This re- termine a boundary within view process could be incorporated which the project review guide- into any future coordination agree- lines would apply. ment.

REGULATORY Policy Techniques Summary TECHNIQUES

Exhibit 3A summarizes the results of Regulatory techniques are land use the policy measures screening analy- and development controls established sis. This analysis, using the color- through local legislation that are in- coding system and criterion described tended to reduce potential airport earlier in this chapter, supports the noise and safety compatibility issues. conclusions and recommendations of These techniques include: the preceding text.

• Compatible Use Zoning Four specific recommendations have • Airport Overlay Zoning been developed for Hillsboro Airport considering the policy measures dis- • Airport Use Zoning cussed above. These include: • Development Regulations • Building Codes 1. Update local government com- • Height Restrictions prehensive plan to reflect the • Transfer of Development Rights Projected Long Term 55 DNL • Environmental Zoning contour as the basis for noise • Noise Disclosure Regulations compatibility planning.

3-7 COMPATIBLE USE ZONING 60 DNL contour. Also, reflecting city policy, the M-P and M-2 zones are re- The most common regulatory tech- quired to comply with current state air nique in airport compatibility plan- quality and noise statutes and rules as ning is to eliminate residential zoning administered by the Oregon Depart- from the airport impacted area. These ment of Environmental Quality parcels are then rezoned to a compati- (DEQ). ble land use such as industrial, commercial, or open space. Include in Compatibility In making rezoning decisions, the im- Study Recommendations pacts of the proposed zoning on the adjacent areas must also be recognized. Yes. Compatible use zoning is neces- Problems can arise in situations where sary to protect the primary departure vacant land being considered for com- routes for the airport should the UGB mercial or industrial zoning is near an be changed. Future zoning should established residential area. The consider the ultimate/projected 55 residents may strongly object to the DNL contour and maintaining com- intrusion of non-residential uses into patibility in the primary approach and their part of the community. departure paths.

Another zoning technique is to use conventional zoning to promote airport AIRPORT COMPATIBILITY compatibility to reduce the potential OVERLAY ZONING number of future residents by reducing the permitted housing densities Off-site airport overlay zoning is re- within the airport impacted areas. quired by the Airport Planning Rule (APR) (OAR 660-013-0070, 0080) and by the Transportation Planning Rule Evaluation (TPR) (OAR 660-012-0045(2)(c)). In general, overlay zones apply special Development related to airports is ad- standards or guidelines “over” the top dressed throughout the Hillsboro Zon- of “base” zones, which remain un- ing Ordinance (HZO). Most of the zon- changed. The purpose of an airport ing districts do not directly address overlay zone is to promote land use aircraft noise impacts on development compatibility in a specified vicinity of for the Hillsboro Airport. However, an airport through the application of the zones comply with the height limi- special conditions or restrictions, or by tations of state and federal airport limiting or prohibiting certain land regulations. The tallest building uses. Limitations might apply to height allowed in the study area is 85 building height, uses that could be feet (in the M-P zone). Additionally, hazardous to airport navigation such reflecting comprehensive plan policies, as glare, as well as noise-sensitive land zoned single-family residential uses such as residential. A model or- will not be allowed to locate inside the dinance for such an overlay zone (de-

3-8 04SP12-3A-9/15/05 local jurisdiction development decisions. of airport noise and safety compatibility measures in Project review guidelines that ensure consideration Airport-Related Project Review Guidelines to occur outside the UGB. Measure 37 could allow incompatible development which would be compatible with airport uses. Evergreen Road will likely be for industrial uses development. Expansion of the UGB along the departure corridors free of incompatible Hillsboro Airport has maintained the primary from high-density urban uses. The UGB near defines areas of low-density (most agricultural) uses future urban development. The UGB generally The UGB provides a 20-year reserve of land for Urban Growth Boundaries programs and height restrictions. compatibility measures, such as noise abatement responsibilities for the implementation of other effective. Agreements identify roles and airport land use compatibility is efficient and can ensure that the effort to establish or preserve Coordination agreements between multiple agencies Coordination Agreements defining future land uses. The local communities primary policy document for Comprehensive Planning Compatibility Impact/Benefit NEGATIVE of development project approval. compatibility to be considered as a condition construction. Rated positive as it allows important to consider at the time of actual zoning and land use decisions, it is also compatibility is best defined when making No direct cost to implement. While planning. jurisdictions are responsible for concept has programmed cost for UGB review. Local Neutral. Process is mandated by law. Metro compatibility. coordination in working towards land use officially recognize the importance of agreements are valuable because they No direct cost to implement. Coordination term land use patterns around the airport. planning is valuable because it defines long comprehensive plan. Comprehensive amendments and changes to the Could be administrative costs for place. not duplicate existing measures already in as part of this criterion. The measure should better. Time and efficiency are also included lower costs, or comparative are with implementing the measure. Generally, This criterion evaluates the costs associated Financing/Value NEUTRAL POSITIVE NEGATIVE coordination agreement. guidelines could become part of the Hillsboro, and Washington. Formal taking place between the Port, City of Informal review and consideration currently residential uses. UGB change could include incompatible Measure 37 may allow housing. The 2007 airport. While zoning may be compatible, in the primary departure routes for the open/agricultural land uses to industrial UGB boundary in 2005 would change the 2005 and again in 2007. Changes in the Airport is expected to be under review in Rated neutral as the UGB near Hillsboro defining roles and responsibilities. coordination agreement would go further in ORS 215.415 Sections (6) and (7), a actions in Oregon counties are outlined under While notice requirements for land use law and has already been implemented. Comprehensive planning is required by state consistent with local, state, and federal law. order to be feasible the measure must be implement the measure. For example, in politically, socially, or financially feasible to This criterion looks at whether it is Feasibility NEUTRAL POSITIVE EVALUATION CRITERION POLICY MEASURES NEGATIVE coordinated actions. jurisdiction only and generally not Review guidelines apply to each local the consideration of any UGB changes. include the Port’s need for compatibility in coordination agreement could be used to required for any UGB changes. A By state law, governmental coordination is for the measure. and local communities is the essential reason planning and implementation with the Port Rated positive as coordinating development Portland. Washington County, and even the Port of jurisdictions like Metro, Hillsboro and consistency/coordination between multiple objectives, comprehensive plans can address comprehensive plan based on local goals and While each community adopts their own different jurisdictions. measures are implemented uniformly in the Coordination is important so that adopted Hillsboro, Metro, and the Port of Portland. process between Washington County, City of ensures or allows for a coordinated planning This criterion looks at whether the measure Consistency/Coordination NEUTRAL POSITIVE NEGATIVE while also developing for compatibility. airport to be put in productive community use allowing property in the vicinity of the Project review guidelines create balance by UGB amendments indirectly address balance. use compatibility. involved in maintaining airport-related land responsibilities of the various agencies balance in terms of defining roles and A coordination agreement would provide public involvement. to comprehensive plans require extensive community goals. Significant amendments goals, the Port of Portland's goals and achieve balance between local governments Effective comprehensive planning goals can community. the needs of both the airport and the The measure should consider and balance NEUTRAL Balance POSITIVE NEGATIVE for the airport. development considers compatibility issues Project review guidelines ensure measure. required. Therefore, it is a proactive future land use and transportation system, is concept planning, or a determination of the When rural areas are annexed into the UGB, Washington County. as that currently north of the UGB in when they apply to undeveloped areas, such Coordination agreements can be proactive very proactive document. use patterns 20 years into the future. It is a The comprehensive plan defines future land increases of incompatible land uses. The measure should minimize future Proactive NEUTRAL POSITIVE coordination agreements. Yes. Should be incorporated into any future or not. regardless of whether the UGB is expanded 37 may allow for incompatible land uses development in this area however. Measure of Hillsboro is likely to support industrial as industrial areas will be included. The City expansion is less certain as residential well addition of industrial land. The 2007 UGB departure paths for the airport with the remand will continue to protect the primary change in the UGB response to LCDC UGB near Hillsboro Airport. The 2005 No. There is likely future changes to the roles and responsibilities. process and defines goals, objectives, methods to include the Port in planning setting of Hillsboro Airport. Defines is necessary due to Yes. A cooperative approach to compatibility document. Plan should be adopted as a supporting comprehensive plans. The Airport Master part of the Hillsboro and Washington County Airport Layout Plan should be adopted as measures needed for Hillsboro Airport. The Plan is reflective of the compatibility communities to ensure each Comprehensive Yes. The Port should work with local Study Recommendations PORT OF PORTLAND Include in Compatibility SCREENING ANALYSIS POLICY MEASURES the multi-jurisdictional Exhibit 3A scribed below) is included as Appendix not been adopted by the City of Hills- C to this report. boro or Washington County for Hills- boro Airport. The Washington County The model overlay zone provides no- Development Code, Section 388, Pub- tice requirements and height limita- lic Use Airport Safety and Compatibil- tions to avoid airspace obstructions ity Overlay zone, applies to Stark’s and it recommends land use compati- Twin Oaks Airport, not to Hillsboro bility measures relating to the follow- Airport. ing issues:

• Noise Include in Compatibility • Glare Study Recommendations • Outdoor Lighting • Industrial Emissions (smoke, Yes. The model ordinance language in dust, steam) the Airport Land Use Compatibility • Communications Facilities and Guidebook should be considered as Electrical Interference part of the adoption process for the • New Residential Development Hillsboro Airport Master Plan. and Public Assembly Facilities Near Airports • Landfills AIRPORT • Water Impoundments USE ZONING • Wetland Mitigation, Creation, Enhancement and Restoration In contrast to an airport overlay zone, • Nonconforming Uses an airport use zone applies to the air- • Avigation Easements port itself, including adjacent expansion areas. An airport use zone is a To achieve land use compatibility, the separate zoning district for the air- model ordinance recommends that cer- port, which has the advantage of cre- tain land uses be either allowed, lim- ating a distinct area of influence for ited, or prohibited in specific zones of the airport. It can give the airport a airport influence including the airport better opportunity to expand for air- direct impact area, the airport secon- port-dependent and related uses such dary impact area, the runway protec- as airport runways, hangars and ter- tion zone, and approach surface (see minals, fixed base operator facilities, Appendix B). Overlay zones may also flight instruction, aircraft servicing specify interior noise levels if certain and maintenance, aircraft sales and uses are allowed in concert with more rentals, and also airport-compatible stringent building codes. industrial, commercial, or recreational activities. The City of Hillsboro does not currently have an airport use zone. Evaluation Washington County does have a Pub- lic Use Airport Overlay District A comprehensive off-site Airport Com- (County Development Code Section patibility Overlay Zoning district has 3-9 387) but it applies to Stark’s Twin Airport Land Use Compatibility Oaks Airport, not to Hillsboro Airport. Guidebook.

A model ordinance for a “Public Use Airport Zone” is included as an appen- DEVELOPMENT dix to the Guidebook. It recommends REGULATIONS a range of uses that can be permitted outright, permitted under prescribed Development regulations set stan- conditions (i.e., if certain standards dards for site planning, lot layout, and are met), or permitted as conditional the design of utilities and public im- uses within the Public Use Airport provements. They can encourage Zone. compatible development near an airport by requiring public officials to consider aviation impacts during the Evaluation development review process. These regulations could include noise at- An Airport Use zone that would allow tenuation requirements or specify the certain uses outright on airport prop- location and density of proposed de- erty has not been adopted by the City velopments. of Hillsboro or Washington County for Hillsboro Airport. The APR requires Development regulations can help pro- local governments to update local or- tect the airport from aircraft noise- dinances for compliance at periodic re- damage lawsuits while providing no- view. However, the APR provisions tice to potential buyers of nearby addressing uses permitted at public properties by requiring, as a condition airports do not apply to towered air- of development approval, the dedica- ports. Consequently, a decision to de- tion of noise and avigation easements velop airport use zoning for the Hills- and non-suit covenants in high-noise boro Airport is discretionary with the areas. City of Hillsboro. Since this zoning only addresses allowable airport uses The development review process is an only, land uses adjacent to the airport ideal time to provide noise disclosures, use zone can still be incompatible. secure easements, and require the recording of covenants. In this way, subdivision regulations could be used Include in Compatibility to support airport compatibility over- Study Recommendations lay zoning.

Yes. Airport use zoning can prevent conditional uses and gives certainty to Evaluation adjacent land owners to future use of airport property. Consideration could The City of Hillsboro does not cur- be given to adopting the model ordi- rently have development regulations nance included as an appendix to the that contain language specific to attenuating noise impacts.

3-10 Include in Compatibility quire that such standards be estab- Study Recommendations lished. Height restrictions are used to preserve navigable airspace within the No. The airport overlay zone can bet- 14 CFR Part 77 “imaginary surfaces” ter address compatibility issues. Lim- in the airport vicinity. If an object or ited residential development opportu- structure (i.e., building, tree, utility, or nities remain within the study area. communications facility) penetrates any of these imaginary surfaces, it is considered to be an obstruction to air BUILDING CODES navigation. Part 77 forms the basis for these regulations and also requires Building codes regulate the construc- notification to the FAA of proposed tion of buildings, setting standards for construction. materials and construction techniques to protect the health, welfare, and safety of residents. Codes address Evaluation structural concerns, ventilation, and insulation, each of which can influence Currently, the City of Hillsboro and a building’s noise attenuation capa- Washington County both impose air- bilities. Building codes commonly ap- port-related height limitations. The ply to both new construction and ma- City of Hillsboro requires that, in gen- jor alterations. eral, buildings must comply with the 14 CFR Part 77 regulations regarding height, but the zoning code does not Evaluation mention specific heights. In the City of Hillsboro’s Station Community The City of Hillsboro has adopted Planning Areas (SCPA), the maximum state building codes that cannot be building height requirements cur- changed locally. rently defer to the 1993 Hillsboro Air- port Compatibility Study. It is recommended that this section be up- Include in Compatibility dated upon adoption of the current Study Recommendations Hillsboro Airport Compatibility Study. Section 137 of the Hillsboro Zoning No. Local communities cannot change Ordinance also addresses SCPAs, re- state building codes. quiring maximum heights “to be in conformance with applicable provisions of the Airport Planning Rule HEIGHT RESTRICTIONS (OAR 660 Division 13).”

Restricting the height of objects (i.e., Each of the Washington County zones buildings, towers, and trees) is one of includes language requiring confor- the primary elements for addressing mance with FAA regulations, stating airport land use compatibility and that, “No structure or structural part safety. Both the APR and TPR re- shall exceed height standards estab-

3-11 lished for any airport in the county es- The concept of transferring develop- tablished in accordance with Federal ment rights was developed to preserve Aviation Administration’s Aviation environmentally-important areas Regulations ....” Additional height without having to buy them with pub- limitations are not needed, though the lic funds. The process begins by des- City of Hillsboro and Washington ignating sending and receiving zones. County should be aware of the poten- The sending zones are areas where tial conflict between the specific environmental preservation and height restrictions imposed by 14 CFR minimal development are desired. Part 77 and the implementation of The receiving zones are areas where Statewide Planning Goal 5 (Natural additional development is proffered. Resources). Specifically, trees that Development rights, measured in de- may be protected through local Goal 5 velopment density, are assigned by the regulations may violate airport- zoning ordinance. The rights are pur- related height restrictions. chased from landowners in sending zones. Developers in the receiving areas can use the rights to build at Include in Compatibility higher densities than normally al- Study Recommendations lowed by the zoning ordinance. In this way, the public can benefit from pre- Yes. Height restrictions are required serving environmentally-valuable by state law to maintain a safe operat- land, the owner of that land can be ing environment for aircraft. How- paid for preserving it, and developers ever, Statewide Planning Goal 5 may can reap greater profits. conflict with these height restrictions, as trees and other natural growth that In rapidly growing areas with large may be protected through Goal 5 regu- amounts of vacant land, TDR can be lations may violate airport-related an effective tool for airport land use height restrictions. This conflict compatibility planning. With minimal should be resolved in local regulations. costs to the taxpayers, it can neatly deal with the problem of land within high-noise zones when there are no TRANSFER OF practical alternatives to residential DEVELOPMENT RIGHTS development.

Land ownership includes a bundle of rights pertaining to use of the prop- Evaluation erty. These include rights of access, mineral rights, limited rights to the TDR programs have been relatively airspace above the land, and rights to untested in the arena of airport land develop the land. Transfer of devel- use compatibility. Programs are most opment rights (TDR) is based on the commonly associated with the preser- premise that each right has a market vation of agricultural lands or other value. The rights can be sold without natural resources. Thus, this land use relinquishing the property. management technique has not been

3-12 implemented at the Hillsboro Airport Evaluation or as part of the planning strategy at other airports in Oregon. TDR pro- The City of Hillsboro zoning ordi- grams are not considered to be effec- nances do not include environmental tive due to the already high densities zoning districts that apply to airport for construction in communities due to noise. A similar result could be the UGB. achieved with the use of airport overlay zoning discussed previously.

Include in Compatibility Study Recommendations Include in Compatibility Study Recommendations No. This is not used for airport compatibility in Oregon due to the already No. Limited, if any, opportunities ex- high density land uses as a result of ist within the Hillsboro Airport study the UGB. area.

ENVIRONMENTAL ZONING NOISE DISCLOSURE REGULATIONS Special zoning regulations to preserve environmentally-sensitive areas or Noise disclosure regulations, while not protect development from environ- actually land use regulations, are in- mental hazards can also promote land tended to ensure that prospective buy- use compatibility near airports. ers of new or existing property are in- Floodplain overlay zoning, which re- formed that the property is or will be stricts or prohibits development in all exposed to potentially disruptive air- or part of the floodplain, is the most craft noise. It is not uncommon common form of environmental zon- around even the most active airports ing. Other environmental zoning for newcomers to report having bought regulations may include steep slope property without having been in- zoning, which requires low develop- formed about airport noise levels. ment densities and special construction standards, wetland preservation Some jurisdictions recommend disclo- zoning limiting densities and the de- sure of airport proximity as part of sign of drainage facilities, and ground- residential real estate transactions water recharge zones limiting building and lease or rental agreements for all density and lot coverage. All can be residential property within the air- used to restrict the development of port’s environs (i.e., that area which noise-sensitive uses in environmen- can be more specifically defined). A tally-sensitive areas that are also im- common concern associated with this pacted by aircraft noise. technique is that it may have the ef-

3-13 fect of “scaring off” potential home Include in Compatibility buyers and thus slow down the real Study Recommendations estate market in areas that are within the required disclosure boundary. In Yes. Consideration could be given by 2004, the State of California enacted Washington County to developing a such legislation. California requires similar process to that of the City of disclosure to take place in the follow- Hillsboro for requiring noise disclosure ing ways: statements for unincorporated Wash- ington County developments that fall • At the time of land division no- inside the airport’s influence area. tice, applicants must include in the public notice a specific notice disclosing that the property Regulatory Techniques is within an airport influence Summary area. • Common interest development Exhibit 3B summarizes the results of declarations recorded after the regulatory measures screening January 1, 2004, must include analysis. This analysis, using the color-coding system and criterion de- this same notice. scribed earlier in this chapter, sup- • Disclosure companies and other ports the conclusions and recommen- experts who prepare natural dations of the preceding text. hazard disclosures will be required to include the notice in Of the nine regulatory measures ex- their reports, and such reports amined, five have been carried for- will be deemed "substituted dis- ward for inclusion in the compatibility closures" in compliance with the study recommendations which are Real Estate Transfer Disclosure summarized in Chapter Four. Five Statement law. specific recommendations have been developed for Hillsboro Airport considering the regulatory measures discussed above. These are: Evaluations

1. Determine future compatible The City of Hillsboro currently re- land use designations for areas quires noise disclosure statements as of Washington County north of part of all land use approvals for new Evergreen Road that will apply or existing properties within the fu- upon annexation into the UGB. ture projected 60 DNL contour con- 2. Establish Airport Safety and tained in the “most current adopted Compatibility Overlay Zoning Airport Master Plan.” In addition, for Hillsboro Airport using the land use approvals within the future model overlay ordinance pro- projected 55 DNL contour are to be vided in the Airport Land Use conditioned to require disclosure of po- Compatibility Guidebook pub- tential noise impacts from airport op- lished by the Oregon Depart- erations. Washington County cur- ment of Aviation as a guide. rently has no such policy in place.

3-14 EVALUATION CRITERION Financing/Value Feasibility Consistency/Coordination Balance Proactive This criterion evaluates the costs associated with This criterion looks at whether it is politically, This criterion looks at whether the measure ensures The measure should consider and balance the needs The measure should minimize future increases of

04SP12-3B-8/29/05 implementing the measure. Generally, lower costs, socially, or financially feasible to implement the or allows for a coordinated planning process of both the airport and the community. incompatible land uses. or lower comparative costs, are better. Time and measure. For example, in order to be feasible the between Washington County, City of Hillsboro, efficiency are also included as part of this criterion. measure must be consistent with local, state, and Metro, and the Port of Portland. Coordination is The measure should not duplicate existing federal law. important so that adopted measures are measures already in place. imple-mented uniformly in the different Include in Compatibility Compatibility Impact/Benefit NEGATIVE NEUTRAL POSITIVE NEGATIVE NEUTRAL POSITIVE NEGATIVE NEUTRAL POSITIVE NEGATIVE NEUTRAL POSITIVE NEGATIVE NEUTRAL POSITIVE Study Recommendations REGULATORY MEASURES Compatible Use Zoning Yes. Compatible use zoning is necessary to protect the primary departure routes for the airport should the UGB This relates to the local communities implementing compatible No direct cost to implement. Since there is very little Ensuring compatible land uses in the airport vicinity Compatible use zoning applies to each local Compatible use zoning balances the needs of local Zoning largely determines the land use pattern in be changed. Future zoning should consider the zoning near the airport. Decisions on airport-related land uses, vacant land within the study area in the City of is a requirement of the Airport Planning Rule. Rate jurisdiction and is generally not a coordinated government, the airport owner, and the property the airport vicinity. Therefore, careful zoning for ultimate/projected 55 DNL contour and maintaining Hillsboro, there are not many opportunities for changes including plan amendments, can be tied to specific review neutral since the local community is given notice action. However, it is good practice for a County owner by allowing for open participation in compatibility can effectively prevent future compatibility in the primary approach and departure paths. guidelines and overlay zoning. in zoning. Should the UGB boundaries change, it will and the opportunity to participate in determining that might have land annexed into a neighboring discretionary land use decisions. incompatible land uses. be important to define compatible zoning in the any zone changes or plan amendments. City to notify them of any new zoning. primary approach and departure corridors.

Airport Compatibility Overlay Zoning Yes. The Land Use Compatibility Guidebook includes a sample Airport Compatibility Overlay zone that could be An airport compatibility overlay zone applies to the land in the No direct cost to implement. This measure has long An Airport Compatibility Overlay zone is a This does not duplicate any existing land use Defining the types of land uses around the airport This measure could prevent future incompatible used for Hillsboro Airport. vicinity of the airport, not including the airport site. The purpose is term benefits and could be developed to address the requirement of the State Airport Planning Rule. measures. This zoning would require coordination can create balance between community growth and land uses. to promote land use compatibility by limiting or prohibiting certain redevelopment of existing parcels of land in the Implementing this rule would make the local between Metro, Washington County, City of livability issues, along with the need for the airport land uses and through the application of special development future and any future annexations of rural lands into government consistent with state law. Hillsboro, and Port of Portland. to fulfill its function as an important transportation standards. the UGB. link.

Airport Use Zoning Yes. Airport use zoning could prevent conditional uses and give certainty to future use of airport property. An airport use zone is a separate zoning district for the airport, No direct cost to implement. Address compatibility State law does not apply to towered airports such as Goal 2 requires coordination. Give adjacent land owners certainty over land use While this measure would not prevent incompatible which has the advantage of creating a distinct area of influence for between the airport and any adjacent property uses. Hillsboro Airport. However, this measure can of airport property. development near the airport, it does give adjacent the airport. However, land uses adjacent to the airport use zone Value is limited for Hillsboro Airport since it does eliminate conditional use permits. land owners notice of future uses of airport can still be incompatible. not address adjacent property where property. incompat-ibilities could still exist.

Airport-Related Subdivision Regulation No. The airport overlay zone would better address compatibility issues. It would also supersede any Subdivision regulations set standards for site planning, lot layout, No direct cost to implement. An airport overlay Amending subdivision regulations would duplicate Goal 2 requires coordination. Can be used to define land use densities and Can be used to proactively develop compatible land standards applying to areas impacted by the airport. It is and the design of utilities and public improvements. They can zone would be a much more efficient way of the airport overlay zone. patterns in the area around the airport. However, uses outside the UGB. However, very little vacant not necessary to amend the City's subdivision regulations. encourage compatible development near an airport by requiring applying development standards to areas impacted limited residential development remains within the residential land exists in the vicinity. Also, limited residential development remains within the public officials to consider aviation impacts during the by the airport. study area. study area. development review process. These regulations could include noise attenuation requirements or specify the location and density of proposed developments.

Building Codes for Noise Attenuation No. Building codes regulate the construction of buildings, setting standards for materials and construction techniques to protect the The City of Hillsboro has adopted state building codes that cannot be changed locally. health, welfare, and safety of residents. Height Restrictions Yes. Required by state law. The City of Hillsboro and Restricting the height of objects (i.e., buildings, towers, trees) is No direct implementation costs. Measure already in Required by the Airport Planning Rule and Goal 2 requires coordination. The City of Hillsboro and Washington County The height restrictions already in place ensure a safe Washington County should be aware of the potential one of the primary elements for addressing airport land use place. Transportation Planning Rule. Height restrictions should be aware of the potential conflict between the operating environment for aircraft. conflict between the specific height restrictions imposed compatibility and safety. are already in place in the City and County. specific height restrictions imposed by 14 CFR Part by 14 CFR Part 77 and the implementation of Statewide 77 and the implementation of Statewide Planning Planning Goal 5 (Natural Resources). Specifically, trees Goal 5 (Natural Resources). Specifically, trees that that may be protected through local Goal 5 regulations may be protected through local Goal 5 regulations may violate airport-related height restrictions. may violate airport-related height restrictions.

Transfer of Development Rights No. Land ownership includes a bundle of rights pertaining to use of property. These include right of access, mineral rights, limited rights to the airspace above the land, and rights to develop the land. Not used for airport compatibility in Oregon due to the already high density land uses as the result of the UGB. Transfer of development rights (TOR) is based on the premise that each right has a market value. The rights can be sold without relinquishing the property.

Airport-Related Environmental Zoning No. Limited, if any, opportunities within the Hillsboro Airport study area. Special zoning regulations to preserve environmentally-sensitive No direct cost to implement. Rated lower since the Already several environmental/recreational areas Changes to any environmental regulations would Can be an effective measure when natural Is effective in limiting incompatible uses. areas (wetlands, wilderness area) or protect development from City of Hillsboro is mostly developed near the established near the airport. require coordination between Metro, the City and conditions allow for this protection. However, environmental hazards can also promote land use compatibility airport and there are not many opportunities for the County. many environmental areas are commonly used for near airports. changes in zoning. recreational purposes which can sometimes be affected by airport activity.

Fair (Noise) Disclosure Regulations Yes. Disclosure of the proximity to the airport is important for future land development. Fair disclosure regulations, while not actually land use regulations, No direct cost to implement. Ensures property The City of Hillsboro has required as part of This measure does not address government Buyer awareness can prevent potential unwanted Buyer awareness can prevent potential unwanted are intended to ensure that prospective buyers of new or existing owners are aware they are near an airport. Value is development conditions in the past. coordination/consistency. impacts as notification to potential residents with a impacts as notification to potential residents with a property are informed that the property is or will be exposed to limited as it does not directly prevent potential sensitivity to aircraft noise may result in them sensitivity to aircraft noise may result in them potentially disruptive aircraft noise. impacts. However, buyer awareness can prevent choosing to locate in a different area. choosing to locate in a different area. potential unwanted impacts. PORT OF PORTLAND Exhibit 3B SCREENING ANALYSIS - REGULATORY MEASURES 3. Establish an Airport Use Zone owner to acquire property prior to its for the Hillsboro Airport, which development for conflicting uses. It is would regulate on-site airport also an effective method for resolving and airport-related industrial, existing compatibility problems. With commercial, and other uses that fee simple acquisition, an airport may occur within and beyond owner purchases designated property the 2025 planning horizon. in its entirety (the structures as well 4. Amend development regulations to require noise disclosure as air and other land ownership statements and avigation and rights), which allows them to develop noise easements, if appropriate, or maintain the property in a manner to meet compatibility standards compatible with the airport. adopted by the City of Hillsboro or Washington County. Deter- FAA grants are sometimes available mine the boundary in which to help purchase priority properties (in these regulations apply. accordance with the process outlined 5. Maintain existing height re- in FAA Advisory Circular 150/5100- strictions within existing zoning 17, Change 3). It is recommended that ordinances and community de- the property owner hold fee simple ti- velopment code. Update to re- tle on all the property under the run- flect the Airport Airspace Draw- way approach and departure areas, ing included in the 2005 Airport Layout Plan. including all land within the Runway Protection Zone (RPZ).

EXPENDITURE Evaluation TECHNIQUES Property acquisition was reviewed as Land use management techniques part of the 1993 Hillsboro Airport that include direct expenditures in- Compatibility Study. The Port has clude: made several land purchases for the protection of approach/departure areas • Property Acquisition and land for future aviation facility • Sound Insulation development. While these acquisi- • Purchase of Noise and Aviga- tions have the indirect benefit of buff- tion Easement ering the airport from incompatible • Purchase Assurance uses, the purchases are seldom done • Sales Assistance for that reason alone. The Port of • Development Rights Acquisi- Portland currently owns almost 100% tion of the land lying beneath the airport’s RPZs and is encompassed by the 65 DNL and greater noise contours at PROPERTY ACQUISITION Hillsboro Airport. Only very small portions in the airport’s northwest Fee simple acquisition of land is com- quadrant are not currently owned by monly used by an airport property the Port. This ownership pattern will

3-15 help reduce the level of incompatible Evaluation land uses near the airport. The City of Hillsboro does not presently have a residential sound insula- Include in Compatibility tion program to reduce airport noise Study Recommendations impacts. Generally, sound insulation programs apply to areas in and above No. The airport already owns all the the 65 DNL noise contours, which is property within the significant 65 also the FAA threshold for residential DNL contour and all FAA-defined land use compatibility. Currently, safety areas. Federal grant assistance there are no residential units or other is not likely outside the 65 DNL con- noise-sensitive uses within the 65 tour. DNL noise contour. It is unlikely that federal funds would be available to offset the costs of implementing a SOUND INSULATION sound insulation program for areas below the 65 DNL noise contour. Dwelling units and other noise- sensitive buildings can be acoustically- treated, or sound-insulated, to reduce Include in Compatibility interior noise levels. Sound insulation Study Recommendations can typically improve the outdoor-to- indoor noise ratio of a structure by five No. The airport already owns all the to ten decibels. Sound insulation may property within the significant 65 involve thermal insulation and weath- DNL contour and all FAA-defined erproofing, the baffling of vents and safety areas. Federal grant assistance mail slots, the installation of solid core is not likely outside the 65 DNL con- wooden doors or foam-core steel doors, tour. the installation of acoustical windows with special noise attenuation characteristics, and the installation and PURCHASE OF year-round use of air conditioning and AVIGATION EASEMENTS ventilation systems. Acquiring avigation or “hazard” ease- Fresh air circulation or air condition- ments is another effective and rela- ing systems are necessary if the full tively affordable method to help en- benefits of sound insulation are to be sure land use compatibility in the air- realized. These systems allow win- port vicinity. The easement would be dows and doors to be closed through- purchased by the Port of Portland to out the year, thereby limiting the obtain rights to use or restrict the use amount of noise experienced within of nearby land. For example, an the structure. easement might be used to compen-

3-16 sate a property owner for substantial changed. It is also important that noise impacts or to gain access to a easements be monitored and enforced site to remove obstructions, such as when property changes hands, to en- tree trimming. The easement might sure that new owners understand and be purchased to allow flights over the respect the restrictions associated property, not exceeding certain noise with the easement. As Table 3A from levels. One benefit of easements is the Guidebook illustrates, three types that they are relatively permanent of avigation/hazard easements are (they “run with the land”), while other available depending on the situation land use control measures, such as and the type of land use control rezoning code modifications, can be quired.

TABLE 3A Basic Types of Avigation and Hazard Easements Easement Type Rights Acquired Model Avigation 1. Right of flight at any altitude above the approach surface. and Hazard 2. Prevents any obstruction above approach surface. Easement 3. Right to cause noise, vibrations, fumes, dust, and fuel particles. 4. Prohibits creation of electrical interference or unusual lighting. 5. Grants right-of-entry to remove trees, buildings, etc. above approach surface. Limited Avigation 1. Right of flight at any altitude above approach slope surface (20:1, 34:1, Easement or 50:1). 2. Prevents any obstruction above approach slope surface. 3. Grants right-of-entry to remove any structure or growth above approach slope surface. Clearance 1. Prohibits any structure, growth, or obstruction above approach slope Easement surface (20:1, 34:1, or 50:1). 2. Right-of-entry to remove, mark, or light any structure or growth above approach slope surface. Source: Airport Land Use Compatibility Guidebook

Evaluation given to comparing current easements with the model avigation and hazard To ensure safety and reduce hazards, easements included as an appendix to the Port has obtained avigation ease- the Airport Land Use Compatibility ments for the Hillsboro Airport. Guidebook.

Include in Compatibility PURCHASE ASSURANCE Study Recommendations Purchase assurance programs are in- Yes. Where possible, the Port may tended to assure homeowners in noise- want to consider opportunities for pur- impacted areas that they will be able chasing additional avigation ease- to sell their property for fair market ments to protect the operational safety value. Generally, such programs ap- of the airport. Consideration could be ply to areas within and above the 65 3-17 DNL noise contour. The airport pro- SALES ASSISTANCE prietor would acquire the property if the homeowner was unable to sell it. A sales assistance program supple- The airport would then sell the home ments any bona fide purchase offer up and retain an avigation easement af- to an amount equal to the fair market ter making sound insulation im- value of the property. These programs provements. are typically structured like a purchase assurance program, except that Purchase improvements are most ap- the airport never takes title to the propriate where there is a widespread property. The airport guarantees the concern that homeowners might have property owner of receiving the ap- difficulty selling homes because of praised value, or some increment noise intrusion. They are also appro- thereof, regardless of the final sale priate where the noise levels are not price that is negotiated with the so severe as to make the neighborhood buyer. In order to prevent collusion unlivable, or where it is impractical or between the buyer and seller, to the otherwise inappropriate to acquire detriment of the airport, the airport and clear neighborhoods. must approve the listing price for the home and any reduction of that price. A purchase assurance program allows In return for participation in the pro- the airport to address the concerns of gram, the airport could require the people who are very annoyed by air- property owners to sign an avigation craft noise and who desire to leave the easement. neighborhood without financial loss.

Evaluation Evaluation Hillsboro Airport does not have a sales The Port of Portland does not have a assistance program for residential purchase assurance program related properties near the airport. to Hillsboro Airport.

Include in Compatibility Include in Compatibility Study Recommendations Study Recommendations No. There are no residential proper- No. There are no residential properties within the 65 DNL noise contours, ties within the 65 DNL noise contours, which makes it unlikely that such a which makes it unlikely that such a program will be needed in the future. program will be needed in the future.

3-18 DEVELOPMENT RIGHTS Expenditure Techniques ACQUISITION Summary

As discussed previously, land owner- Exhibit 3C summarizes the results of ship involves a bundle of rights asso- the expenditure measures screening ciated with a piece of property that al- analysis. This analysis, using the low the owner to develop it to the ex- color-coding system and criterion de- tent permitted by government regula- scribed earlier in this chapter, sup- tions such as zoning, health and safety ports the conclusions and recommen- laws, and environmental laws. A dations of the preceding text. property owner can sell the development rights to a piece of property. A Of the six regulatory measures exam- similar legal instrument is a restric- ined, one has been carried forward for tive land use easement. Purchase of inclusion in the compatibility study this type of easement can extinguish recommendations which are summa- the rights to develop the property, rized in Chapter Four. The specific rather than transfer them to another recommendation developed for Hills- owner. This distinction is important boro Airport considering the expendi- when the intent is to totally prevent ture measures discussed above is as the possibility of future development. follows:

The purchase of development rights of 1. Acquire noise and avigation restrictive land use easements is ap- easements as needed to ensure propriate when there is insufficient land use compatibility. legal justification to use zoning to prevent non-compatible land uses or where there is strong local opposition SUMMARY to the use of zoning. Purchase of development rights can assure that in- There are a variety of preventative compatible development is not allowed and corrective techniques available to while keeping the property in private the City of Hillsboro, Washington ownership and in productive use. County, and the Port of Portland related to the Hillsboro Airport to help ensure land use compatibility. A com- Evaluation bined approach that includes policy, regulatory, and expenditure tech- Hillsboro Airport does not have a de- niques will provide the widest range of velopment rights acquisition program. opportunities to improve compatibility of the airport with the surrounding community. Such an approach is also Include in Compatibility likely to be the most successful, since Study Recommendations much of the property in the vicinity of the Hillsboro Airport is inside the No. There are no residential proper- UGB and built-out with residential ties within the 65 DNL noise contours, uses. which makes it unlikely that such a program will be needed in the future.

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3-20 04SP12-3A-8/19/05 Development Rights Acquisition Sales Assistance above the 65 DNL noise contour. Generally, such programs apply to areas within and be able to sell their property for fair market value. homeowners in noise-impacted areas that they will Purchase assurance programs are intended to assure Purchase Assurance restrict the use of nearby land. by the Port of Portland to obtain rights use or Avigation or "hazard" easements would be purchased Avigation Easement Purchase reduce interior noise levels. can be acoustically-treated or sound-insulated to Dwelling units and other noise-sensitive buildings Sound Insulation compatibility problems. also be an effective method for resolving existing and maintained with compatible land uses. It can its entirety in order to ensure that it is developed An airport property owner can purchase in Property Acquisition Compatibility Impact/Benefit property. owner can sell the development rights to a piece of safety laws, and environmental government regulations such as zoning, health and owner to develop it to the extent permitted by associated with a piece of property that allows the Land ownership involves a bundle of rights market value of the property. fide purchase offer up to an amount equal the fair A sales assistance program supplements any bona laws. A property NEGATIVE safety areas. the significant 65 DNL contour and all FAA airport already owns all the property within Rate low as it is costly to implement. The permanent with the land. land acquisition and the easement becomes positive. The easement is not as expensive While costly to implement, the value is insulation program. associated with implementing a sound construction costs for the airport owner There can be high administrative and contour and within all FAA surfaces. already owns the land within DNL 65 Hillsboro Airport, the Port of Portland to implement. However, in the case of This measure is costly for the airport owner place. not duplicate existing measures already in as part of this criterion. The measure should better. Time and efficiency are also included lower costs, or comparative are with implementing the measure. Generally, This criterion evaluates the costs associated development. a costly way to limit incompatible The acquisition of development rights can be safety areas. significant 65 DNL contour and all FAA already owns all the property within the Very costly to implement. The airport Financing/Value NEUTRAL POSITIVE NEGATIVE properties outside the 65 DNL contour. normally available, they are not likely for uncertain. Though federal grants are Funding for purchase assurance programs is contour. likely for properties outside the 65 DNL grants are normally available, they not easements is uncertain. Though federal Funding for the purchase of avigation properties outside the 65 DNL contour. normally available, they are not likely for uncertain. Though federal grants are Funding for sound insulation programs is within all FAA surfaces. the land within the DNL 65 contour and because the Port of Portland already owns DNL contour. It is not necessary, however, are not likely for properties outside the 65 federal grants are normally available, they Hillsboro Airport is unlikely. Though Funding for property acquisition around the consistent with local, state, and federal law. order to be feasible the measure must be implement the measure. For example, in politically, socially, or financially feasible to This criterion looks at whether it is outside the 65 DNL contour. available, they are not likely for properties unlikely. Though federal grants are normally rights related to Hillsboro Airport is Funding for the acquisition of development 65 DNL contour. they are not likely for properties outside the Though federal grants are normally available, Funding for sales assistance is uncertain. Feasibility NEUTRAL POSITIVE EXPENDITURE MEASURES EVALUATION CRITERION NEGATIVE Does not apply. Does not directly address balance. However, Does not apply. Does not directly address balance. It also Does not apply. Does not apply. different jurisdictions. measures are implemented uniformly in the Coordination is important so that adopted Hillsboro, Metro, and the Port of Portland. process between Washington County, City of ensures or allows for a coordinated planning This criterion looks at whether the measure osntapy Development rights acquisition does balance Does not directly address balance. Does not apply. Does not apply. Consistency/Coordination NEUTRAL POSITIVE NEGATIVE the airport owner's needs. owner's needs, the jurisdictions' and Purchase assurance addresses the property put in place for compatibility. their proximity to the airport and of measures impacts as property owners are notified of This measure can prevent potential unwanted it does reduce interior noise levels. local government loses existing tax revenue. takes the property off the tax roles, so community. the needs of both the airport and the The measure should consider and balance land uses on certain properties. to be compensated for limiting incompatible needs as it allows the private property owner NEUTRAL Balance POSITIVE NEGATIVE land near the airport. proactively make it more attractive to own A purchase assurance program would uses. proactive way to eliminate incompatible land easements by the Port of Portland would be a If implemented, the purchase of avigation or reactive. incompatible land uses, and can be proactive This measure lessens the impact on incom-patible land uses. This measure proactively eliminates increases of incompatible land uses. The measure should minimize future incompatible land uses. This measure has the potential to eliminate attractive to own land near the airport. assistance program would make it more Similar to purchase assurance, a sales Proactive NEUTRAL POSITIVE such a program is needed in the future. 65 DNL contour, which makes it unlikely that No. There are no residential properties in the future to ensure obstruction protection. Yes. Some easements may be needed in the not likely outside the 65 DNL contour. FAA safety areas. Federal grant assistance is within the significant 65 DNL contour and all No. The airport already owns all the property not likely outside the 65 DNL contour. FAA safety areas. Federal grant assistance is within the significant 65 DNL contour and all No. The airport already owns all the property such a program is needed in the future. 65 DNL contour, which makes it unlikely that No. There are no residential properties in the such a program is needed in the future. 65 DNL contour, which makes it unlikely that No. There are no residential properties in the Study Recommendations PORT OF PORTLAND Include in Compatibility EXPENDITURE MEASURES SCREENING ANALYSIS Exhibit 3C PORT OF PORTLAND Chapter Four COMPATIBILITY RECOMMENDATIONS CHAPTER FOUR PORT OF PORTLAND

COMPATIBILITY RECOMMENDATIONS

The updated Compatibility Study for Hillsboro Airport includes measures to abate aircraft noise, control land development, mitigate the impact of noise on non-compatible land uses, and implement and update the program.

The objective of the compatibility planning process thus far has been to improve the compatibility between aircraft operations and noise-sensitive land uses in the area, while allowing the airport to continue to serve its role in the community, region, state, and nation. This chapter has two elements that are aimed at satisfying this objective.

• The Land Use Management Element includes measures to moderate noise impact on future land use development in the airport environs evaluated in Chapter Three, Land Use Measures.

• The Aviation Operational Management Element includes those noise abatement policies and procedures arising from the consideration of a full range of potential noise abatement measures evaluated in Chapter Two, Aviation Operational Measures. This section also includes those procedures and documents for implementing the recommended noise abatement measures, monitoring the progress of the program and updating the compatibility study.

4-1 LAND USE Measure 37, approved by Oregon vot- MANAGEMENT ers in May 2004, may also play a role in airport compatibility planning. These land use recommendations fo- This measure allows some long-time cus on limiting further incompatible property owners to exercise the same developments in areas north of the development rights they had at the Hillsboro Airport. Over 90 percent of time they purchased their land. The aircraft departing Hillsboro Airport do implementation of Measure 37 will so to the northwest or northeast off need to be closely monitored by the Runway 30 and Runway 2, respec- Port of Portland since it could allow tively. Currently, the extended depar- incompatible noise-sensitive develop- ture paths for these two runways in- ment inside or outside of the UGB. clude a mixture of open space, commercial/industrial land uses, and ar- There are only approximately 46 acres eas of low-density residential use. The of undeveloped residential land (with existing urban growth boundary the development potential for ap- (UGB), which extends along Ever- proximately 1,200 units) within the green Road north of the airport, has Hillsboro portion of the study area as provided some protection for these defined in Chapter One. The Wash- primary departure paths in the past ington County portion of this study by limiting noise-sensitive develop- area contains areas of open space, ag- ment. However, changes to the UGB ricultural uses, and some residential are expected to be considered in 2006 development, as it is currently outside and 2007. This could lead to future of the UGB. It is important that urban development in this area. It is Washington County consider the op- essential that effective land use meas- eration of the airport in any future de- ures be put in place for UGB expan- velopment in these areas. Noise dis- sion that recognizes and preserves closures, the granting of avigation compatible operational corridors for easements, and construction stan- Hillsboro Airport, should the UGB be dards that reduce interior noise levels expanded. This is essential to ensur- can improve compatibility with air- ing compatibility for the majority of craft operations. departure operations. The recommended land use compati- While the current UGB has limited bility measures for the Hillsboro Air- noise-sensitive development within port study area are presented on the the primary departure corridors of following pages and summarized on Hillsboro Airport, it has, to a certain Exhibit 4A. Included on the exhibit extent, contributed to the high-density is a brief description of each recom- development surrounding the airport mended measure, the proposed timing to the south, west, and east. These of implementation, and the entity or areas of high-density residential de- entities responsible for implementing velopment have been cause for the ma- each measure. The Short Term period jority of recent airport operational and refers to the first five years of the pro- community conflicts and concern. gram (2006-2010), the Intermediate 4-2 04SP12-4A-9/14/05 7. KEY: 10. 9. 8. 6. 5. 4. 3. 2. 1. horizon. and otherusesthatmayoccurwithinbeyondthe2025planning regulate on-site airport and airport-related industrial, commercial, Establish an Airport UseZonefortheHillsboro Airport, whichwould compatibility. Acquire noiseandavigationeasementsasneededtoensureland use Airport Airspace Drawingincludedinthe2005 Airport LayoutPlan. ordinances andcommunitydevelopmentcode.Updatetoreflectthe Maintain existing height restrictions within existing zoning these regulationswouldapply. Hillsboro or Washington County. Determinetheboundaryinwhich appropriate, tomeetcompatibilitystandardsadoptedbytheCityof closure requirements,andavigationnoiseoverflighteasements,if Amend landuseanddevelopmentregulationstoestablishnoisedis- Department of Aviation asaguide. Airport LandUseCompatibilityGuidebook Hillsboro Airport usingthemodeloverlayordinanceprovidedin Establish Airport Safety and Compatibility Overlay Zoning for annexation intotheUGB. Washington CountynorthofEvergreen Roadthatwillapplyupon Determine future compatible land use designations for areas of guidelines wouldapply. changes. Determineaboundarywithinwhichtheprojectreview discretionary reviewprocessessuchasplanamendmentsandzone Establish airport-related review guidelines for development with considered. compatibility issuestobeaddressedwhenUGBexpansionisbeing Coordination agreementswouldalsorequirecertainairport-related responsibilities for implementation of compatibility measures. compatibility measures for Hillsboro Airport and identify Establish acoordinationagreementtoformallypreserveairportland Transportation SystemPlans(TSPs) Adopt elements required by OAR 660-013-0040 into local document asthebasisfornoisecompatibilityplanning. Projected Long Term 55 DNL contour and study area in this Update local government Comprehensive Plans to reflect the UGB-UrbanGrowthBoundary LMN TIMING ELEMENT publishedbytheOregon ngigPortof Portland On-going PortofPortland Short Term ngigWashington County On-going Period Intermediate Short to Period Intermediate Short to Review Next UGB Short Term PortofPortland Short Term FAA the ALP bythe Upon approvalof Plan Update Comprehensive Next PORT OFPORTLAND LAND USE MANAGEMENT Washington County City ofHillsboro City ofHillsboro City ofHillsboro Washington County City ofHillsboro Washington County Metro City ofHillsboro Washington County Washington County City ofHillsboro Port ofPortland Metro Washington County City ofHillsboro Washington County City ofHillsboro Washington County City ofHillsboro RESPONSIBILITY RECOMMENDATIONS LEAD Exhibit 4A Term refers to the next five year pe- Implementation Actions. This policy riod (2011-2015) and ), and the Long would be established independently by Term period comprises years 10 the City of Hillsboro and Washington through 20 (2016 through 2025). County through amendments to their respective comprehensive plans.

LAND USE MANAGEMENT Timing. For planning purposes, this RECOMMENDATIONS is projected to occur between 2006 and 2010 during an update to the City of 1. Update local government Com- Hillsboro Comprehensive Plan and prehensive Plans to reflect the Washington County Comprehensive projected Long Term 55 DNL Plan/Transportation Plan. contour and study area in this document as the basis for noise compatibility planning. 2. Adopt elements required by OAR 660-013-0040 into local Description. Oregon Administrative Transportation System Plans Rule (OAR) 340-035-0045, Noise Con- (TSPs). trol Program for Airports, addresses the Oregon Department of Environ- Description. This measure includes mental Quality responsibilities for adopting the elements required by regulating noise. This rule establishes OAR 660-013-0040 including policies, that noise-sensitive land uses should maps, needs analysis, and other re- not occur within the 65 Day-Night quirements into City and County Noise Level (DNL) contour. As de- TSPs. Most of this information is in- tailed in Chapter One, no noise- cluded in the 2005 Hillsboro Airport sensitive land uses occur in the exist- Layout Plan (ALP). ing or projected 65 DNL contour. However, this rule also recognizes that Implementation Actions. City and incompatibilities can occur outside the County would individually adopt ele- 65 DNL and that the 55 DNL contour ments required by OAR 660-013-0040 should be mapped and considered in including policies, maps, needs analy- land use decisions. The projected sis, and other requirements as a sup- Long Term 55 DNL contour should be porting document to their TSPs. The used as the Port considers develop- ALP would be adopted individually by ment of the parallel runway, the shift the City of Hillsboro and Washington of Runway 2-20 to the northeast, a County through an amendment to projected increase in operational lev- their respective TSP. els, and anticipated changes in aircraft mix to include a greater percent- Timing. For planning purposes, this age of business aircraft use. These is projected to occur between 2006 and physical developments are not consid- 2010. ered in the existing (Year 2003) noise contours but are in the Long Term 2025 contours.

4-3 3. Establish a coordination view processes such as plan agreement to formally estab- amendments and zone lish and preserve airport land changes. Determine a bound- compatibility measures for ary within which the project Hillsboro Airport and identify review guidelines would ap- responsibilities for implemen- ply. tation of compatibility measures. Coordination agreements Description. Situations may arise would also require certain from time to time where proposals are airport-related compatibility filed for development near the airport issues to be addressed when that may change existing uses or zon- UGB expansion is being con- ing. The adoption of special project sidered. review criteria specifically addressing airport land use compatibility needs Description. The Oregon Depart- would provide guidance to land use ment of Aviation recommends the use decision-makers as they review project of coordination agreements to define proposals. land use compatibility planning roles, responsibilities, and measures for an Implementation Actions. The City airport, especially an airport such a of Hillsboro and Washington County Hillsboro Airport, which is located would adopt formal airport-related re- within a multi-jurisdictional setting. A view guidelines for Hillsboro Airport. coordination agreement would formal- This may include the entire airport ize many of the ongoing informal coor- study area depicted on Exhibit 1A in dination and notification processes Chapter One. Discretion on the area that currently take place between the subject to these review guidelines is Port, the City of Hillsboro, Washing- reserved until after the City of Hills- ton County, and Metro, and also pro- boro and Washington County have vide detail on specific compatibility implemented Compatible Overlay Zon- measures. ing. The boundaries of Compatible Overlay Zoning are not known at this Implementation Actions. The Port time. would initiate the development of a coordination agreement with the City Timing. For planning purposes, this of Hillsboro, Washington County, and is projected to occur between 2006 and Metro. 2010.

Timing. For planning purposes, this is projected to occur between 2006 and 5. Determine future compatible 2010. land use designations for areas of Washington County north of Evergreen Road that 4. Establish airport-related re- will apply upon annexation view guidelines for develop- into the UGB. ment with discretionary re- 4-4 Description. Changes to the UGB limiting or prohibiting certain land may be considered as soon as 2007. uses. Since this is overlay zoning, cer- Should the UGB be expanded, it is tain conditions (such as outdoor light- imperative that compatible land uses ing, glare) can be placed on existing be considered since over 90 percent of uses and limitation area placed on any departures currently occur to the future changes to those land uses. northwest or northeast of Hillsboro Airport using Runway 30 and Runway Implementation Actions. The City 2, respectively. of Hillsboro and Washington County will need to individually develop and Implementation Actions. This in- adopt an Airport Safety and Compati- volves a cooperative planning effort bility Overlay Zone. between the City of Hillsboro, which would take jurisdiction over any prop- Timing. For planning purposes, this erty outside the UGB, Washington is projected to occur between 2006 and County, which currently could prevent 2010 and perhaps beyond. noise-sensitive land uses that occur through a Measure 37 application, and Metro when allowing the change to 7. Establish an Airport Use Zone the UGB. for the Hillsboro Airport, which would regulate on-site Timing. During the next UGB review airport and airport-related in- which may be as soon as 2006. dustrial, commercial, and other uses that may occur within and beyond the 2025 6. Establish an Airport Safety planning horizon. and Compatibility Overlay Zone for Hillsboro Airport us- Description. Airport Use Zoning for ing the model overlay ordi- Hillsboro Airport would be a separate nance provided in the Airport zoning district that only applies to the Land Use Compatibility airport itself and defines specific air- Guidebook published by the port-dependent and related uses that Oregon Department of Avia- could occur on the airport. The Air- tion as a guide. port Use Zone would require conformance with the Airport Safety and Description. The Airport Planning Compatibility Overlay Zone described Rule (OAR 660-013-0070, 0080) and earlier. A model Airport Use Zone the Transportation Planning Rule that is consistent with federal and (OAR 660-012-0045(2)(c)), require an state law is provided in the Oregon airport overlay zone that promotes Land Use Compatibility Handbook. safety and land use compatibility in a specified vicinity of an airport. These Implementation Actions. The City state rules also require the application of Hillsboro would adopt an Airport of special conditions or restrictions by Use Zone for Hillsboro Airport.

4-5 Timing. For planning purposes, this space Drawing included in the is projected to occur between 2006 and 2005 Airport Layout Plan. 2010. Description. Both the City of Hills- boro and Washington County should 8. Amend development regula- strengthen limits on the height of ob- tions to establish noise disclo- jects near the airport to ensure the sure requirements as well as safe operation of aircraft. While the avigation noise and overflight Airport Safety and Compatibility easements, if appropriate, to Overlay Zone can address height limi- meet compatibility standards tations within the boundaries of the adopted by the City of Hills- Overlay zone, height restrictions are boro or Washington County. generally considered for an area much Determine the boundary in larger than would be considered in the which these regulations would overlay zoning. The FAA recommends apply. height and hazard zoning based upon 14 CFR Part 77. The imaginary sur- Description. The City of Hillsboro faces identified in Part 77 extend for and Washington County would amend more than two (2) miles from the air- their respective land use and devel- port’s six (6) existing and proposed opment regulations to support the runway ends and helipad operating relevant requirements of its Airport surfaces. The 2005 Airport Layout Safety and Compatibility Overlay Plan (ALP) includes a new runway, Zone. This would apply to all new de- eastern helipad, and runway exten- velopment and will ensure that these sion that change the airport airspace issues are addressed even if no rezon- environment for the airport and the ing actions are required prior to land area that should be considered for use approval. height and hazard protection. The City of Hillsboro and Washington Implementation Actions. The City County should use the Airport Air- of Hillsboro and Washington County space Drawing in the 2005 ALP draw- would adopt revised land use regula- ing set as a basis for considering tions. height limitation surrounding the airport. Timing. For planning purposes, this is projected to occur between 2006 and The City of Hillsboro and Washington 2010 and perhaps beyond. County should be aware of the potential conflict between the specific height restrictions imposed by 14 CFR 9. Maintain existing height re- Part 77 and the implementation of strictions within existing zon- Statewide Planning Goal 5 (Natural ing ordinances and commu- Resources). Specifically, trees that nity development code. Up- may be protected through local Goal 5 date to reflect the Airport Air- regulations may violate airport- related height restrictions.

4-6 Implementation Actions. The City aviation operational measure is sum- of Hillsboro and Washington County marized on Exhibit 4B. Included on would adopt the Airport Airspace the exhibit is a brief description of Drawing as contained in the approved each recommended measure, the pro- 2005 Airport Layout Plan as the basis posed timing of measure implementa- for determining the location of future tion, and the entity or entities respon- height restrictions. sible for implementing each measure. The Short Term period refers to the Timing. This is an existing measure first five years of the program (2006- already being implemented. 2010), the Intermediate Term refers to the next five-year period (2011-2015), finally the Long Term period com- 10. Acquire avigation easements prises years 10 through 20 (2016 as needed to ensure land use through 2025). compatibility. Any of the potential noise abatement Description. While the Port cur- measures described within this chap- rently owns almost all property within ter would be voluntary and the pilot the 65 DNL contour for Hillsboro Air- would have the sole discretion to com- port, the Port may consider it neces- ply with these measures. According to sary in the future to acquire avigation 14 CFR Part 91, General Operating easements to protect the operating en- and Flight Rules, pilots are granted vironment of the airport. This could the authority to determine the safe include easements that allow the Port operation of their aircraft. The role of to maintain trees in compliance with the Port’s Noise Management Office is 14 CFR Part 77 height limitations. to educate pilots about these recommended measures, track compliance, Implementation Actions. The Port and act as an advocate in promoting would purchase avigation easements the use of these procedures among as needed. airport tenants and airport users (both those based at the airport and those Timing. To be implemented as that frequent it on a regular basis). needed. The approval and implementation of any of the noise abatement procedures AVIATION included in the following text will need OPERATIONAL to be done with concurrence of the FAA. The Port will need to initiate MANAGEMENT the concurrence with the FAA by coordinating with the FAA Northwest This section describes both existing Mountain Region Airports District Of- and new measures recommended to fice. abate aircraft noise emissions. Each

4-7 AVIATION OPERATIONAL residential areas below 1,000 MANAGEMENT feet above ground level (AGL). RECOMMENDATIONS Description. The Port should con- 1. Encourage use of thrust cut- tinue to encourage pilots to maintain back after departure for jet higher altitudes when transitioning aircraft. NBAA close-in pro- over the urban areas near the airport. cedure most applicable for de- This recommendation is a component partures. of the existing “Fly Friendly” program for the airport and included in the ex- Description. The Port should ac- isting Pilot’s Guide and on the Port tively encourage jet operators to use web page. Maintaining an altitude the National Business Aviation Asso- 1,000 feet above the highest obstacle ciation (NBAA) close-in noise abate- within 2,000 feet of the flight path is ment departure procedure or equiva- stated in 14 CFR Part 91.119, Mini- lent quiet-flying procedures developed mum Safe Altitudes: General; it thereby aircraft manufacturers. The NBAA fore, is a requirement that all pilots close-in procedure involves the man- must comply with. agement of thrust, flap settings, speed, and climb rate to reduce noise Implementation Actions. Since this quickly after takeoff (a complete de- is an existing policy, no specific im- scription of the procedure can be found plementation actions are necessary. in Chapter Two). The Port should continue to reflect this policy in the “Fly Friendly” pro- Implementation Actions. The Port gram and in future published Pilot’s Noise Management Office should in- Guides. clude this recommended procedure in the “Fly Friendly” program publica- Timing. It is recommended that this tions such as the Pilot’s Guide, Airport existing policy continue. web page, FAA Airport/Facility Direc- tory, and information signs and posters located in public areas of the air- 3. Construct high-speed exits on port. Runway 30 as depicted on the 2005 Airport Layout Plan to Timing. For planning purposes, this encourage pilots to limit the is projected for implementation be- use of reverse thrust after tween 2006 and 2010. This recom- landing. mendation must first receive concurrence from the FAA to ensure it is Description. Reverse thrust is a pro- consistent with federal law. cedure which a pilot can elect to use or not use after landing his or her aircraft. The procedure involves the use 2. Aircraft should avoid unnec- of reverse thrust to slow the aircraft essary overflight of the urban but it can also increase noise emis-

4-8 04SP12-4B-9/15/05 12. 9. 5. 17. 16. 14. 13. 6. 15. 8. 11. 4. 7. 3. 10. 2. 1. Jackson School Road. parallel runway) under visual conditions to maintain runway heading until reaching N.E. Request aircraft departing Runway 30 (Runway 30L and 30R after construction of the Memorandum of Understanding (see Table 4A). Maintain priority use of helicopter patterns as defined in the November 1, 2004 direction traffic due to restricted visibility conditions. periods that the Hillsboro Tower is unable to provide visual separation from opposite pilot requests Runway 12 for departure and if an undue delay will be incurred during considered for a Lifeguard flight or other operation requiring priority handling, and the 10 knots or more. When the tower is open, requests for use of Runway 12 will be when wind conditions are between 090 degrees clockwise to 150 (inclusive) at jet departures during the hours between 2000 (8:00 p.m.) to 0900 (9:00 a.m.) except Continue limiting the use of Runway 12 for jet departures. Do not Continue the use of right traffic patterns for Runway 2 and 30. Runway 20. from Runway 12 (Runways 12L and 12R once the parallel runway is constructed) Request aircraft maintain runway heading until reaching 1,000 ft. AGL for departures measured by distance measuring equipment [DME]) from the localizer antenna. after departure on Runway 30 until aircraft have reached two nautical miles (as Request the FAA change the Farmington Three Departure Procedure to limit the left turn [DME]) from the localizer antenna. heading until reaching two nautical miles (as measured by distance measuring equipment Request aircraft departing Runway 30 under instrument conditions to maintain runway that is between 170 degrees and 230 or 350 050 degrees. Runway 2-20 should only be used when the wind is 10 knots or greater from a direction Continue limiting the use of Runway 20 for departure and Runway 2 for arrival. Evergreen Road. Request aircraft departing Runway 2 to maintain runway heading until reaching (6:00 a.m.). Runway 2-20 closed to touch-and-go landings between 2200 (10:00 p.m.) and 0600 runway) as the preferred departure runway. Continue the use of Runway 30 (and 30L after construction of the parallel helicopters away from noise-sensitive development. Develop helicopter reporting points and arrival and departure routes that route encourage pilots to limit the use of reverse thrust after landing. Construct high speed exits on Runway 30 as depicted the 2005 Airport Layout Plan to constructed. Relocate the Charlie Pattern and landing areas to east once parallel runway is voluntary restriction on jet use of Runway 2-20. the preferred runway for use by large aircraft (aircraft over 12,500 pounds). Request Designate Runway 12-30 (Runway 12R-30L after construction of the parallel runway) as feet above ground level (AGL). Aircraft should avoid unnecessary overflight of the urban residential areas below 1,000 procedure most applicable for departures. Encourage use of thrust cutback after departure for jet aircraft. NBAA close-in LMN TIMING ELEMENT Short Term Short Term Long Term Port/FAA/Hillsboro On-going On-going Port through the Noise On-going ngigPort through the Noise On-going hr emPort through the Noise Short Term hr emPort through the Noise Short Term ngigPort through the Noise On-going hr emPort, FAA, helicopter Short Term Port through the Noise On-going hr emPort through the Noise Short Term Port through the Noise Short Term Term Intermediate Port through the Noise Port through the Noise On-going Short Term Management Office Port through the Noise Aviation, Inc. FAA by clearance Management Office Port through the Noise Management Office Management Office FAA Management Office Management Office Management Office Port through the Noise Management Office operators Management Office Management Office Pilots Management Office and Port Management Office Management Office RESPONSIBILITY LEAD 31. 29. 28. 27. 26. 23. 22. 25. 24. 21. 20. 19. 18. 32. 30. review and discuss airport issues with Port staff. Establish a standing advisory committee of interested citizens and tenants to regularly e) d) c) b) Intermediate a) Port through the Noise noise abatement program: Continue the "Fly Friendly" Program. Implement following to notify pilots of Short Term complaints. Maintain the system for receiving, analyzing, tracking and responding to noise Maintain permanent noise monitoring system to monitor abatement compliance. coverage is available at Hillsboro Airport. Monitor noise abatement compliance, enhancing with flight tracking once radar Install radar coverage to the surface at Hillsboro Airport. Master Plan. Relocate the maintenance run-up area north of Runway 20 end as shown in 2005 Establish a maintenance run-up policy. iiaino nescindprue.SotTr Port through the Noise Short Term Manager. Limitation on formation/multiple aircraft flights without the approval of Airport light aircraft. Promote the Aircraft Owners and Pilots Association (AOPA) Noise Awareness Steps for Limitation on intersection departures. Establish a straight-in instrument approach procedure to Runway 30. and 30 (Runways 30L and 30R after construction of the parallel runway). Encourage close-in (less than one mile) final approaches by small aircraft for Runways 2 Once the parallel runway is constructed, establish a right traffic pattern for Runway 30R. c) b) a) compatibility. Elements could include: aware of the location of the airport and the efforts undertaken for improved general public to raise awareness and ensure potential residents near the airport are Establish a public outreach program to discuss the noise abatement with f) Meetings with representatives from the real estate industry. organizations (CPOs), civic groups, local governmental meetings, etc. Public information meetings with homeowners' association, citizen participation Printed publications such as brochures or newsletters. about the noise abatement program. Production of pilot educational materials in a variety formats to educate pilots the airport. Conduct meetings with pilots to discuss safety and noise abatement procedures at noise abatement program. Post informational signs and posters in public areas at the airport identifying Inclusion of these noise abatement policies on the Port's web page. Inclusion of these noise abatement policies in FAA's Airport/Facility directory. wing aircraft. established in this study. Provide separate publications for helicopters and fixed Distribution of a printed Pilots Guide LMN TIMING ELEMENT to include the noise abatement policies hr emPort Short Term Port Port On-going Port On-going Port On-going On-going Term Term Intermediate hr emPort through the Noise Port through the Noise Short Term Short Term FAA Long Term ngigPort through the Noise On-going hr emPort through the Noise Short Term hr emPort Short Term MANAGEMENT RECOMMENDATIONS PORT OF PORTLAND FAA Port Management Office Management Office Management Office Management Office Management Office Management Office AVIATION OPERATIONAL RESPONSIBILITY LEAD Exhibit 4B sions during landing. High-speed ex- Implementation Actions. Since this its are taxiways oriented at an acute is an existing policy, no specific im- angle to the runway; these allow air- plementation actions are necessary. craft exiting the runway to do so at The Port should continue to reflect higher rates of speed compared to this policy in the “Fly Friendly” pro- right-angled exit taxiways. While ex- gram and in future published Pilot’s iting the runway at these higher Guides. speeds reduces delay to landing aircraft, a high-speed exit can also en- Timing. This existing policy should courage pilots to reduce the use of re- be continued. verse thrust.

Implementation Actions. The exit 5. Continue limiting the use of taxiways are eligible for FAA grant Runway 12 for jet departures. assistance. The Port should apply to Do not use Runway 12 for jet the FAA for grant funding to construct departures during the period up to four (4) high-speed exit taxiways from 2000 (10:00 p.m.) to 0900 on Runway 30 as depicted on the 2005 (9:00 a.m.) except when wind Airport Layout Plan. conditions are between 090 degrees clockwise 150 degrees Timing. This project is programmed (inclusive) at 10 knots or more. for Federal Fiscal Year (FFY) 2008. When the tower is open, requests for Runway 12 will be considered for a LifeFlight or 4. Continue the use of Runway other similar operations re- 30 (and Runway 30L after con- quiring priority handling, and struction of the parallel run- the pilot requests Runway 12 way) as the preferred depar- for departure and if an undue ture runway. delay will be incurred during periods that the Hillsboro Description. A 1994 Memorandum of Tower is unable to provide vis- Understanding (MOU) between the ual separation from opposite Port and the FAA designates Runway direction traffic due to re- 30 as the preferred departure runway. stricted visibility conditions. Runway 30 is used approximately 90 percent of the time. Although it is Description. No optimal corridor for recognized that there are residential departures to the south exist. There uses north of Evergreen Road, the are considerable noise-sensitive land preferential runway use program uses along the extended Runway 12 places a majority of the departure op- centerline. Consistent with past poli- erations to the northwest of the air- cies to improve the compatibility of port over primarily agricultural uses operations and limit the occurrence of and open space. aircraft noise over residential and

4-9 other noise-sensitive land uses south when the wind is 10 knots or of the airport, the use of Runway 12 greater from a direction that should be limited. A 1998 Tower Or- is between 170 degrees and 230 der places limitations on the use of degrees or 350 degrees and 050 Runway 12 for jet departures when degrees. the tower is open. A number of citizen complaints have arisen from the use of Description. A 1994 Memorandum of Runway 12 after the tower is closed Understanding between the Port and between the hours of 2200 (10:00 FAA identifies Runway 2-20 as “a p.m.) and 0600 (6:00 a.m.). This rec- highly noise-sensitive runway” for ommendation attempts to address which the “use of Runway 20 for take- these late night departures by specify- offs and Runway 2 for landings should ing that Runway 12 should not be be avoided on a voluntary basis unless used at night. While the best means wind or operational conditions dictate to ensure limited use of Runway 12 is otherwise”. Similar to Runway 12, to have the tower not issue departure there are considerable noise-sensitive clearances for the runway, the tower is land uses along an extended runway not open 24 hours per day. The deci- centerline southwest of the airport. sion to fund the operation of the tower for a full 24 hours per day rests with Implementation Actions. Since this the FAA and is based, in part, on the is an existing policy, no specific im- number of overnight operations. plementation actions are necessary. The Port should continue to reflect Implementation Actions. The Port this policy in the Fly Friendly program Noise Management Office should in- and in future published Pilot’s Guides. clude this recommended procedure in the “Fly Friendly” program publica- Timing. This existing policy should tions such as the Pilot’s Guide, Airport be continued. web page, FAA Airport/Facility Direc- tory, and information signs and posters located in public areas of the air- 7. Designate Runway 12-30 port. (Runway 12R-30L after construction of the parallel run- Timing. For planning purposes, this way) as the preferred runway is projected for implementation be- for use by large aircraft (air- tween 2006 and 2010. This recom- craft over 12,500 pounds). Re- mendation must first receive concur- quest voluntary restrictions rence from the FAA to ensure it is on the use of Runway 2-20 by consistent with federal law. jet aircraft.

Description. Runway 2-20 is consid- 6. Continue limiting the use of ered a highly noise-sensitive runway Runway 20 for departures and due to its proximity to noise-sensitive Runway 2 for arrivals. Run- land uses. This recommendation, way 2-20 should only be used along with the previous recommenda- 4-10 tion, attempts to limit the use of Run- Implementation Actions. Since this way 2-20, particularly for larger turbo- is an existing policy, no specific im- jet aircraft. The intent is to limit the plementation actions are necessary. use of Runway 2-20 to small piston- The Port should continue to reflect powered aircraft who need to use this this policy in the “Fly Friendly” pro- runway due to wind conditions. Lar- gram and in future published Pilot’s ger business aircraft can successfully Guides. land on Runway 30 even when wind conditions favor the use of Runway 2 Timing. This existing policy should or Runway 20. be continued.

Implementation Actions. The Port Noise Management Office should in- 9. Maintain priority use of clude this recommended procedure in helicopter patterns as de- the Fly Friendly program publications fined in the November 1, such as the Pilot’s Guide, Airport web 2004 Memorandum of Un- page, FAA Airport/Facility Directory, derstanding and information signs and posters located in public areas of the airport. Description. Hillsboro Airport has three helicopter training patterns: Al- Timing. For planning purposes, this pha, Bravo, and Charlie. The Charlie is projected for implementation be- pattern encompasses compatible in- tween 2006 and 2010. This recom- dustrial, commercial, and open space. mendation must first receive concur- There are also far fewer residences rence from the FAA to ensure it is underlying this pattern compared to consistent with federal law. the number of persons lying beneath the Alpha and Bravo patterns.

8. Runway 2-20 closed to touch- A November 2004 Memorandum of and-go landings between 2200 Understanding (MOU) between the (10:00 p.m.) and 0600 (6:00 Hillsboro Airport Tower, the Port of a.m.). Portland, and Hillsboro Aviation Inc., establishes a means of implementing Description. Due to the highly noise- specific measures to reduce helicopter sensitive status of Runway 2-20, this training noise. The MOU states that existing Port policy was intended to helicopters can operate in the training limit the use of Runway 2-20, particu- patterns during daylight hours seven larly at night after the tower is closed. days per week. Helicopters must use This policy would limit the use of this the higher altitude fixed-wing pattern runway for training purposes at night when flying after daylight. In addi- on a voluntary basis since the FAA Air tion, helicopter training patterns are Traffic Control Tower is not currently not to be flown on Christmas Day, occupied 24 hours a day. New Year’s Day, Fourth of July, or Thanksgiving Day.

4-11 The MOU establishes areas of respon- can be used at one time. The MOU sibility and operating parameters for also states that the preferred training the three patterns (see Table 4A). pattern is Charlie. The priority for The MOU states that no more than the use of Charlie pattern should be four helicopters can be flown at one retained for these reasons. time and no more than two patterns

TABLE 4A Helicopter Pattern Use By Priority Hillsboro Airport Number of Helicopters in the Pattern (Limit to 4 Total) Pattern 1st Priority 2nd Priority 3rd Priority 4th Priority Alpha 0 1 0 2 Bravo 1 0 2 0 Charlie 3 3 2 2 Source: Memorandum of Understanding (MOU) between the Hillsboro Airport Tower, Port of Portland, and Hillsboro Aviation, Inc., November 2004.

Implementation Actions. Since this extend further east over compatible is an existing policy, no specific im- open space and industrial/commercial plementation actions are necessary. land uses. This may also allow for this The Port should continue to reflect pattern to avoid overflying residential this policy in the “Fly Friendly” pro- properties located north of Evergreen gram and in future published Pilot’s Road. Guides. Implementation Actions. This pro- Timing. This existing policy should ject is eligible for FAA grant assis- be continued. tance (both land acquisition and development costs). The Port should apply to the FAA for grant funding to re- 10. Relocate the Charlie Pattern construct the Charlie Pattern landing and landing areas to the east area after the parallel runway is com- once the parallel runway is pleted. constructed. Timing. This project is included in Description. The existing Charlie the Airport Master Plan Intermediate Pattern landing area is located where Term Planning Horizon (2011-2015). the future parallel runway (Runway 12L-30R) is planned. The Charlie Pat- tern landing area should be located 11. Develop helicopter reporting further east as depicted on the 2005 points and arrival and depar- Airport Layout Plan. This allows the ture routes that route helicop- ground track of the training pattern to

4-12 ters away from noise-sensitive altitudes. When pilots extend their development. departure further north before turning, they are able to gain additional Description. The intent of this rec- altitude before turning to the south or ommendation is to define arrival and east. This also reduces the potential departure procedures for helicopter for early turns over residential uses aircraft so as to avoid the overflight of north of Evergreen Road, east of the noise-sensitive areas to the extent extended Runway 30L and Runway practical. Designating arrival and de- 30R centerlines. parture routes reduces controller and pilot workload by having predeter- Implementation Actions. The Port mined courses and routes and can be Noise Management Office should in- used to sequence helicopters to and clude this recommended procedure in from the airport. Effective procedures the “Fly Friendly” program publica- can be used to eliminate the holding of tions such as the Pilot’s Guide, Airport helicopters over residential areas web page, FAA Airport/Facility Direc- south of the airport to sequence land- tory, and information signs and post- ings and arrivals. ers located in public areas of the airport. Implementation Actions. The Port should initiate a process to define ap- Timing. For planning purposes, the propriate compatible helicopter arrival recommended departure turn for and departure procedures. This may Runway 30 is projected for implemen- ultimately culminate in a formal tation between 2006 and 2010. The memorandum of agreement between recommended departure turn for helicopter operators, the FAA, and the Runway 30R would be implemented Port. after construction of the parallel runway. These recommendations must Timing. For planning purposes, this first receive concurrence from the FAA is projected for implementation be- to ensure it is consistent with federal tween 2006 and 2010. law.

12. Request aircraft departing 13. Request aircraft departing Runway 30 (Runways 30L and Runway 30 under instrument 30R after construction of the conditions to maintain runway parallel runway) under visual heading until reaching two conditions to maintain runway nautical miles (as measured by heading until reaching N.E. distance measuring equipment Jackson School Road. [DME]) from the localizer antenna. Description. This procedure is recommended to allow pilots to avoid Description. This allows for opera- overflying noise-sensitive residential tional management measure #12 de- land uses west of the airport at lower scribed earlier to be utilized when the

4-13 crossing of N.E. Jackson School Road measures #12 and #13 on those air- cannot be visually verified due to limi- craft issued this departure procedure. tations on forward visibility or low cloud layers. Implementation Actions. The Port should coordinate with the FAA to in- Implementation Actions. The Port corporate these changes to the appro- Noise Management Office should in- priate departure procedure and charts. clude this recommended procedure in the “Fly Friendly” program publica- Timing. For planning purposes, this tions such as the Pilot’s Guide, Airport is projected for implementation be- web page, FAA Airport/Facility Direc- tween 2016 and 2025. This recom- tory, and information signs and post- mendation must first receive concur- ers located in public areas of the air- rence from the FAA to ensure it is port. consistent with federal law.

Timing. For planning purposes, this is projected for implementation be- 15. Request aircraft departing tween 2006 and 2010. This recom- Runway 2 to maintain runway mendation must first receive concur- heading until reaching Ever- rence from the FAA to ensure it is green Road. consistent with federal law. Description. Similar to operational management measure #12 described 14. Request the FAA change the earlier, this procedure is recom- Farmington Three Departure mended to allow aircraft to gain more Procedure to limit the left altitude over a compatible corridor be- turn after departure on Run- fore turning to the south or east over way 30 until the aircraft has noise-sensitive land uses. reached two nautical miles (as measured by distance measur- Implementation Actions. The Port ing equipment [DME]) from Noise Management Office should in- the localizer antenna. clude this recommended procedure in the “Fly Friendly” program publica- Description. The Farmington Three tions such as the Pilot’s Guide, Airport Departure Procedure is used by air- web page, FAA Airport/Facility Direc- craft on instrument flight rule (IFR) tory, and information signs and post- flight plans when departing the air- ers located in public areas of the airport to south. The departure proce- port. dure facilitates air traffic control by reducing controller workload and ex- Timing. For planning purposes, this pediting departures. This procedure is is projected for implementation be- used during both visual and poor tween 2006 and 2010. This recom- weather conditions. This recommen- mendation must first receive concur- dation would place the same limita- rence from the FAA to ensure it is tion as operational management consistent with federal law.

4-14 16. Request aircraft maintain 17. Continue the use of right traf- runway heading until reach- fic patterns for Runway 2 and ing 1,000 feet AGL for depar- Runway 30. tures from Runway 12 (Run- ways 12L and 12R once the Description. The traffic pattern de- parallel runway is con- fines the route that aircraft will follow structed) and Runway 20. when landing to the runway. For right traffic patterns, aircraft com- Description. No optimal corridor for plete a series of right turns to landing. aircraft departing Runways 12 (Run- For Runway 30, this maintains the way 12L and 12R after the parallel traffic east of Runway 12-30, avoiding runway is constructed) and Runway the overflight of dense noise-sensitive 20 exist today. The land uses under land uses to the west, while the right the extended centerline of these run- traffic pattern for Runway 2 main- ways include a mixture of commer- tains the traffic south of Runway 2-20. cial/industrial and open space. How- While there are considerable noise- ever, there is also a considerable sensitive land uses south of Runway 2- amount of residential development. 20, small aircraft should be able to The best method for compatibility for maintain a close pattern to the airport departures on these runways is to over the Fair Complex and avoid limit use of the runway as defined in noise-sensitive land uses. the use programs discussed above. When departures are necessary for Implementation Actions. Since this any of these runways due to wind con- is an existing policy, no specific im- ditions, pilots should climb to 1,000 plementation actions are necessary. feet AGL as soon as practical while The Port should continue to reflect maintaining runway heading before this policy in the “Fly Friendly” pro- initiating a turn to their enroute gram and in future published Pilot’s course. Guides.

Implementation Actions. The Port Timing. This is an existing policy Noise Management Office should in- which is recommended to continue. clude this recommended procedure in the Fly Friendly program publications such as the Pilot’s Guide, Airport web 18. Once the parallel runway is page, FAA Airport/Facility Directory, constructed, establish a right and information signs and posters lo- traffic pattern for Runway cated in public areas of the airport. 30R.

Timing. For planning purposes, this Description. Similar to the existing is projected for implementation be- right traffic pattern to Runway 30, tween 2006 and 2010. This recom- this would maintain aircraft to the mendation must first receive concur- east of the runway, avoiding the over- rence from the FAA to ensure it is flight of dense noise-sensitive land consistent with federal law. uses to the west.

4-15 Implementation Actions. The Port Parkway/Cornell Road intersection. Noise Management Office should in- Large aircraft require longer straight- clude this recommended procedure in in final approaches of at least two the “Fly Friendly” program publica- miles. tions such as the Pilot’s Guide, Airport web page, FAA Airport/Facility Direc- Implementation Actions. Since this tory, and information signs and post- is an existing policy, no specific im- ers located in public areas of the air- plementation actions are necessary. port. The Port should continue to reflect this policy in the “Fly Friendly” pro- Timing. This would be implemented gram and in future published Pilot’s after the construction of the parallel Guides. runway, which is currently programmed in the 2005 Airport Master Timing. This is an existing policy Plan for FFY 2010. which is recommended to continue.

19. Encourage close-in (less than 20. Establish a straight-in instru- one mile) final approaches by ment approach procedure to small aircraft for Runways 2 Runway 30. and 30 (Runways 30L and 30R after construction of the paral- Description. The 2005 Airport Mas- lel runway). ter Plan recommends a straight-in instrument approach procedure to Run- Description. At Hillsboro Airport, way 30 as this is the prevailing run- visual approaches from the southeast way in use. An instrument approach to Runway 30 and from the southwest to Runway 30 would reduce the num- to Runway 2 lack an optimal noise- ber of overflights to the City of Hills- compatible corridor. However, for boro west of the airport. Currently, small piston engine aircraft with their aircraft approaching the airport from lower approach speeds, close-in (less the south on an instrument flight plan than one mile final approaches) are and requiring the use of an instru- possible. Small piston engine aircraft ment approach procedure must overfly approaching Runway 2 and Runway the City of Hillsboro to access the 30 (Runway 30L after the parallel Runway 12 ILS. An instrument ap- runway is constructed) should be en- proach to Runway 30 would eliminate couraged to maintain close-in final this practice. approaches. For Runway 2, this could involve aircraft making the right turn Implementation Actions. The Port from base to final over the commercial should coordinate with the FAA to de- development southwest of the Cornell velop this approach procedure. Road/N.E. 25th Street intersection. For Runway 30, this could involve small Timing. For planning purposes, this aircraft making their right turn from is projected for implementation in the base to final south of the Brookwood Long Term between 2016 and 2025.

4-16 21. Limitation on intersection de- when the activities can take place partures. (time of day) and their location on the airport. This policy should consider Description. Intersection departures limiting maintenance run-ups between refer to aircraft beginning their engine 1900 (7:00 p.m.) and 0800 (8:00 a.m.) spool-up and takeoff role from a point daily. other than the runway end, usually a taxiway intersection. Since aircraft Implementation Actions. The Port begin their takeoff closer to the depar- Noise Management Office should es- ture end of the runway, residents lo- tablish this written policy and incor- cated along the departure route are porate into lease agreements with the impacted by greater levels of aircraft tenants. noise, since aircraft have a shorter distance in which to gain altitude Timing. For planning purposes, this prior to leaving the airfield. is projected for implementation between 2006 and 2010. Implementation Actions. The Port Noise Management Office should include this recommended procedure in 23. Relocate the maintenance run- the “Fly Friendly” program publica- up area north of the Runway tions such as the Pilot’s Guide, Airport 20 end as depicted on the 2005 web page, FAA Airport/Facility Direc- Airport Layout Plan. tory, and information signs and posters located in public areas of the air- Description. The present mainte- port. nance run-up area is located near the Runway 12 end where an earthen Timing. For planning purposes, this berm has been constructed to absorb is projected for implementation be- noise energy during run-ups. Relocat- tween 2006 and 2010. This recom- ing a run-up area can be effective in mendation must first receive concur- reducing the impacts of aircraft run- rence from the FAA to ensure it is up noise. In recognition of concerns consistent with federal law. over maintenance run-up activity, the 2005 Airport Layout Plan recommended moving the current mainte- 22. Establish a maintenance run- nance run-up area to a new area lo- up policy. cated on the east end of the future Taxiway C near the center of the air- Description. Extended run-ups are port. required after select aircraft maintenance operations are done to aircraft Implementation Actions. This pro- powerplants. This is done to ensure ject would be eligible for FAA grant reliability and confirm the complete- assistance. The Port should apply to ness of the repair work. To reduce the the FAA for grant funding to relocate impact of these run-ups, the Port the maintenance run-up area. Taxi- should establish a policy detailing way C needs to be constructed before

4-17 this run-up area is constructed to pro- 25. Limitation on forma- vide necessary access. tion/multiple flights without the approval of the Airport Timing. This project is included in Manager. the Airport Master Plan Intermediate Term Planning Horizon (2011-2015). Description. Formation flights involve two or more aircraft flying in close proximity to each other while 24. Promote the Aircraft Owners maintaining separation visually. Mul- and Pilots Association (AOPA) tiple flights involve aircraft departing Noise Awareness Steps for in close succession to each other while light aircraft. maintaining minimal separation. These activities can increase noise ex- Description. AOPA encourages quiet posure. and neighborly flying by distributing generalized noise abatement proce- Implementation Actions. The Port dures for use by propeller aircraft. Noise Management Office should in- Most of the steps provide guidance on clude this recommended procedure in pilot technique when maneuvering the “Fly Friendly” program publica- near noise-sensitive areas. The steps tions such as the Pilot’s Guide, Airport also encourage cooperation with air- web page, FAA Airport/Facility Direc- port staff on noise abatement issues. tory, and information signs and post- It is not possible to predict how often ers located in public areas of the air- these procedures would be used, so it port. is not possible to quantify their effects on noise. Nevertheless, any use of Timing. For planning purposes, this these procedures will help the overall is projected for implementation be- noise conditions around the airport. tween 2006 and 2010. This recom- Consequently, airport staff should en- mendation must first receive concur- courage their use. rence from the FAA to ensure it is consistent with federal law. Implementation Actions. The Port Noise Management Office should include this recommended procedure in PROGRAM MANAGEMENT the “Fly Friendly” program publica- RECOMMENDATIONS tions such as the Pilot’s Guide, Airport web page, FAA Airport/Facility Direc- The success of these aviation opera- tory, and information signs and post- tional management measures requires ers located in public areas of the air- a continuing effort to monitor compli- port. ance and identify new or unantici- pated problems and changing condi- Timing. For planning purposes, this tions. Seven measures to monitor the is projected for implementation be- success of these aviation operational tween 2006 and 2010. management measures are recommended for Hillsboro Airport. The

4-18 Port, as airport operator, is responsi- provements in the region remains fo- ble for implementing these measures. cused on Hillsboro Airport. They are discussed below and summarized in Exhibit 4B. Timing. For planning purposes, this is projected for implementation between 2011 and 2015, although this 26. Install radar coverage to the improvement could occur earlier surface at Hillsboro Airport. should the FAA receive funding.

Description. Hillsboro Airport currently does not have radar coverage to 27. Monitor noise abatement com- the surface. Therefore, most aircraft pliance, enhancing with flight operating in the traffic pattern or be- tracking once radar coverage low cannot be tracked by radar. Ra- is available at Hillsboro Air- dar can be an important tool for track- port. ing noise abatement compliance. With radar, the altitude and ground track of Description. The Port should moni- aircraft can be verified. Additionally, tor compliance with the aviation op- the registration number can be corre- erational recommendations. This will lated to the aircraft so that aircraft involve checking periodically with owners can be contacted if they do not Airport users and the local Tower follow noise abatement procedures. Manager regarding compliance with This follow-up is an important compo- the procedures. As discussed above, nent to ensure that pilots are aware of once radar is available, actual flight the program and how to comply. It tracks can be monitored. should be noted that the noise abate- . ment procedures are voluntary. The Implementation Actions. No spe- Port cannot require operators to com- cific implementation actions are re- ply with these measures nor place any quired other than those discussed in fines or other penalties for noncompli- the description of this measure. ance. Generally, pilots will comply with reasonable noise abatement pro- Timing. This should be done as nec- cedures. Where they do not, friendly essary. reminders and education can help spread the word and increase compliance rates. 28. Maintain a permanent noise monitoring system to monitor Implementation Actions. Installing noise abatement compliance. radar at Hillsboro Airport is the responsibility of the FAA. The Port Description. The permanent noise should continue to work with the FAA monitors located near Hillsboro Air- to ensure the appropriate priority is port continuously monitor the noise placed on radar coverage at the air- generated by aircraft operations. As port and their planning for such im- more data is obtained through this

4-19 program, the noise monitoring system reveal the existence and scope of noise can be used to compare and evaluate problems, staff should nevertheless the overall noise environment for the periodically analyze the complaint re- airport. This can establish trends and cords. If the geographic pattern of allow the Port to determine if changes complaints or the causes of complaints to the noise abatement program are indicate that consistent problems ex- necessary. This information can also ist, the Port should investigate and, if be used in the future when preparing possible, seek corrective action. new noise exposure contours to verify the assumptions and results of com- Implementation Actions. This is an puter noise modeling. existing activity. No special implementation efforts are required. Implementation Actions. This is an existing activity. No special imple- Timing. This is an ongoing measure. mentation efforts are required.

Timing. This is an ongoing measure. 30. Continue the “Fly Friendly” Program. Implement the following to notify pilots of 29. Maintain the system for re- the overall noise manage- ceiving, analyzing, tracking ment program: and responding to noise com- a. Distribution of a printed plaints. Pilot’s Guide to include the noise abatement poli- Description. The Port currently has cies established in this a system of recording and responding study. Provide separate to noise complaints. In addition to re- publications for helicop- cording and filing complaints, it is im- ters and fixed-wing air- portant for the Port to respond to craft. complaints, even if it is not possible to b. Inclusion of these noise take remedial action. The Port should abatement policies in continue to map the noise complaints FAA’s Airport/Facility di- to see if any geographic patterns rectory. emerge which may deserve special at- c. Inclusion of these noise tention. abatement policies on the Port’s web page. Complaints are only an imperfect in- d. Post informational signs dicator of noise problems. The ten- and posters in public ar- dency of an individual to file a com- eas at the airport identi- plaint depends on many personal fying the noise abatement variables, including sensitivity to program. noise, feelings about the aviation in- e. Conduct meetings with dustry, and expectations about overall pilots to discuss safety neighborhood livability. Recognizing and noise abatement pro- that complaints do not always clearly cedures at the airport. 4-20 f. Production of pilot edu- Implementation Actions. Establish- cational materials in a ing an advisory committee consisting variety of formats to edu- of a broad cross-section of airport ten- cate pilots about the ants, users, and the community. Con- noise abatement pro- ducting regular meetings. gram. Timing. For planning purposes, this Description. This is the cornerstone committee is planned to be formed in of the noise abatement program, as 2006. pilots must be educated on the intended noise abatement program and how they can comply with the re- 32. Establish a public outreach quirements of the program. The program to discuss the noise methods to inform pilots of the noise abatement program with the abatement measures are described general public to raise above. awareness and ensure that potential residents near the Implementation Actions. No spe- airport are aware of the lo- cific implementation actions are re- cation of the airport and the quired other than those discussed in efforts undertaken for im- the description of this measure. proved compatibility. Ele- ments could include: Timing. Following FAA concurrence a. Printed publications such on the noise abatement techniques as brochures and news- listed in this chapter. For planning letters. purposes, this is expected to occur in b. Public information meet- 2006. ings with homeowners’ associations, citizen participation organizations 31. Establish a standing advisory (CPOs), civic groups, lo- committee of interested citi- cal governmental meet- zens and tenants to regularly ings, etc. review and discuss airport is- c. Meetings with represen- sues with Port staff. tatives from the real estate industry. Description. Regular communication between the Port, airport users, ten- Description. This program has sev- ants, and the community will be nec- eral components which are intended to essary to ensure a successful compati- raise the awareness of current and po- bility program. This forum is in- tential residents about the existence of tended to establish a standing com- the Airport and airport noise. This mittee of interested citizens and ten- can be considered an extension of the ants to regularly review and discuss advisory committee described earlier wide-ranging issues at the airport. where information about the operation

4-21 of the airport is provided to a broader to work with this broad range of indi- audience. This program can be used to viduals and groups to ensure a suc- gain feedback and foster involvement cessful program. in the program. An essential component of this measure is working with Each of these measures has different home owners, real estate agents, and implementation schedules, priorities, potential home buyers about Hillsboro and actions. For example, the land Airport operations and its presence in use measures will require dedicated the community. cooperation with the City of Hillsboro and Washington County and may take Implementation Actions. No spe- several years to come to fruition as the cific implementation actions are re- specifics of the measures are consid- quired other than those discussed in ered. Some of the aviation operational the description of this measure. management measures require physical improvements to the airport (i.e., Timing. This should be done as nec- exit taxiways, parallel taxiway, a new essary. runway). It will take time to arrange capital funds and to commit adequate resources to tackle the required design SUMMARY and construction efforts. A program for funding and implementation of The Hillsboro Airport Compatibility such capital improvements is shown in Program summarized in this report is the 2005 Airport Master Plan, Chap- intended to provide the Port with a ter Seven. blueprint for improving the compatibility between aircraft operations and The portions of the program that can the community. These recommenda- have the most immediate benefit and tions build upon the already existing potential for immediate implementa- and mature noise management pro- tion are related in the aviation opera- gram for Hillsboro Airport. This pro- tional management measures. Table gram has assumed both the existing 4B summarizes those measures that conditions at the airport and the should be given high priority in im- planned development of the airport as plementation and coordinated as soon depicted on the 2005 Airport Layout as possible with the FAA, pilots, and Plan. local citizens for enactment. This is not to imply that the other measures Many of the measures and steps in should not have focused efforts. To this program require the cooperation the contrary, each of the recommended of many different individuals and or- measures requires continued focus for ganizations. For example, pilots will implementation, especially those be responsible for many noise man- measures which require the coopera- agement measures, while any land use tion of the FAA and time to come to measures will have to be adopted by fruition (i.e., the addition of radar cov- the local jurisdictions (City of Hills- erage and physical improvements). boro and Washington County). It will be necessary for the Port to continue 4-22 TABLE 4B Potential Measures To Be Given High Priority Recommended Measure 1. Encourage use of thrust cutback after departure for jet aircraft. NBAA close-in procedure most applicable to departures. 2. Aircraft should avoid unnecessary overflight of the urban residential areas below 1,000 feet above ground level (AGL). 3. Continue the use of Runway 30 (Runway 30L after construction of the parallel runway) as the preferred departure runway. 4. Continue limiting the use of Runway 12 for jet departures. Do not use Runway 12 for jet departures during the period from 2000 (10:00 p.m.) to 0900 (9:00 a.m.) except when wind conditions are between 090 degrees clockwise 150 degrees (inclusive) at 10 knots or more. When the tower is open, requests for Runway 12 will be considered for a LifeFlight or other similar operations requiring priority handling, and the pilot requests Runway 12 for departure and if an undue delay will be incurred during periods that the Hillsboro Tower is unable to provide visual separation from opposite direction traffic due to restricted visibility conditions. 5. Continue limiting the use of Runway 20 for departure and Runway 2 for arrival. Runway 2-20 should only be used when the wind is 10 knots or greater from a direction that is between 170 degrees and 230 degrees or 350 degrees and 050 degrees. 6. Designate Runway 12-30 (Runway 12R-30L after construction of the parallel runway) as the preferred runway for large aircraft (aircraft over 12,500 pounds) use. Request voluntary restriction on jet use of Runway 2-20. 7. Runway 2-20 closed to touch-and-go landings between 2200 (10:00 p.m.) and 0600 (6:00 a.m.). 8. Maintain priority use of helicopter patterns as defined in the November 1, 2004 Memorandum of Understanding 9. Request aircraft departing Runway 30 (Runways 30L and 30R after construction of the parallel runway) under visual conditions to maintain runway heading until reaching N.E. Jackson School Road. 10. Request aircraft departing Runway 30 under instrument conditions to maintain runway heading until reaching two nautical miles (as measured by distance measuring equipment [DME]) from the localizer antenna. 11. Request aircraft departing Runway 2 to maintain runway heading until reaching Ev- ergreen Road. 12. Request aircraft maintain runway heading until reaching 1,000 feet AGL for departures from Runway 12 (Runways 12L and 12R once the parallel runway is constructed) and Runway 20. 13. Encourage close-in (less than one mile) final approaches for Runways 2 and 30 (Run- ways 30L and 30R after construction of the parallel runway). 14. Develop helicopter reporting points and arrival and departure routes that direct helicopters away from noise-sensitive development. 15. Limitation of intersection departures. 16. Establish a maintenance run-up policy.

4-23

TABLE 4B (Continued) Potential Measures To Be Given High Priority Recommended Measure 17. Promote the Aircraft Owners and Pilots Association (AOPA) Noise Awareness Steps for light aircraft. 18. Monitor noise abatement compliance, enhancing with flight tracking once radar coverage is available at Hillsboro Airport. 19. Restriction on formation/multiple aircraft flights without the approval of the Airport Manager. 20. Maintain permanent noise monitoring system to monitor noise abatement compliance. 21. Maintain the system for receiving, analyzing, tracking, and responding to noise complaints. 22. Continue the “Fly Friendly” Program. Implement the following to notify pilots of the noise abatement program: a. Distribution of a printed Pilot’s Guide to include the noise abatement policies established in this study. Provide separate publications for helicopters and fixed-wing aircraft. b. Inclusion of these noise abatement policies in FAA’s Airport/Facility directory. c. Inclusion of these noise abatement policies on the Port’s web page. d. Post informational signs and posters in public areas at the airport identifying the noise abatement program. e. Conduct meetings with pilots to discuss safety and noise abatement procedures at the airport. f. Production of pilot educational materials in a variety of formats to educate pilots about the noise abatement program. 23. Establish a standing advisory committee of interested citizens and tenants to regularly review and discuss airport issues with Port staff. 24. Establish a public outreach program to discuss the noise abatement program with the general public to raise awareness and ensure potential residents near the airport are aware of the location of the airport and the efforts undertaken for improved compatibility. Elements could include: a. Printed publications such as brochures and newsletters. b. Public information meetings with homeowners’ associations, citizen participation organizations (CPOs), civic groups, local governmental meetings, etc. c. Meetings with representatives from the real estate industry.

4-24 PORT OF PORTLAND Appendix A CITY OF HILLSBORO AND WASHINGTON COUNTY COMPREHENSIVE PLAN AND DEVELOPMENT CODE TEXT

Appendix A

City of Hillsboro and Washington County Comprehensive Plan and Development Code Text

Source/Section Policy/Regulation Text

City of Hillsboro Comprehensive Plan Section 7. Air, Water (F) Land use activities which result in conflicting impacts on the air, land, or and Land Resource water should be separated and/or buffered to minimize the negative effects Quality. of the conflicting activities.

(IV) Implementation (13) Other than the existing public facility and open space designations, Measures. land use designations within the future projected LDN 60 contour contained in the most current adopted Airport Master Plan shall be limited to industrial, commercial and low density residential. (Added by Ord. No. 3344-7-82 and Amended by Ord. No. 5021/4-01.)

(14) The location of service facilities such as schools, hospitals, and nursing homes; public assembly; and high-density residential development shall be avoided within the future projected LDN 55 contour contained in the most current adopted Airport Master Plan.

(15) Medium density residential development shall be avoided within the future projected LDN 60 contour contained in the most current adopted Airport Master Plan.

(16) Land uses which create high concentrations of people shall be avoided within the aircraft approach zones.

(17) Land uses approvals within the future projected LDN 60 contour contained in the most current adopted Airport Master Plan shall be conditioned to require hold-harmless clauses, including noise disclosure statements. Land use approvals within the future projected LDN 55 contour contained in the most current adopted Airport Master Plan shall be conditioned to require disclosure of potential noise impacts from airport operations.

Section 10, Economy (B) Industrial land use. Industry in Hillsboro was located primarily south and west of the central business district in an area bounded by the Oregon Electric and Southern Pacific Rail lines. This area was laid out in urban lots within the usual street grid system, with existing industry being interspersed with both residential dwelling and commercial establishments. This has made expansion of existing industry and establishment of new industry difficult and prevents efficient industrial development patterns from occurring in this area. In addition, industrial use west of the central business district detracts from the visual appearance of retail areas and inhibits business expansions in this direction. Therefore, if Hillsboro is to become economically less dependent on Portland and other cities, then sufficient land must be designated industrial in other parts of the Hillsboro Planning Area and sufficient public facilities and services made available to attract industry and allow for the development of efficient industrial land use patterns.

A-1

Source/Section Policy/Regulation Text

(1) Land in the vicinity of the airport should be designated for uses which will take advantage of the special services provided by the Port facility.

Section 13, Transportation (A) Safety. (6) Do not permit land uses within airport noise corridors that are not noise compatible and avoid the establishment of uses that are physical hazards to air traffic at the Hillsboro Airport.

The airport is a resource to the community. Coordinate with the Port of Portland on the implementation of the Hillsboro Airport Master Plan and overlay Runway Protection Zone (RPZ) designations on the City zoning map. Work with the Port of Portland to establish a partnership, which addresses impacts. Avoid permitting future uses in the airport noise corridors that would be significantly impacted by allowable airport noise levels, unless such impacts can be effectively mitigated.

(E) Goods Movement. (2) Coordinate with the Port of Portland in planning for the Hillsboro Airport.

(3) Encourage continued use and development of rail and air transportation facilities.

Coordinate with rail and air transportation service providers regarding safety and operational compatibility with surrounding uses.

(F) Livability. (4) Avoid potential adverse environmental impacts associated with traffic and transportation system development through facility design and system management. Inform the DEQ, EPA, Corps of Engineers and Division of State Lands of transportation system development projects that may affect their jurisdictional interests at the earliest opportunity to ensure identification of project-related environmental issues and to ensure compliance with federal and state air, water, wetland and noise standards. Design transportation systems that promote efficient use of energy.

(H) Airport. (1) Definitions (i) General aviation reliever facility. An airport designed to normally service aircraft up to the executive jet level only and not intended for use by air carrier type equipment.

(2) Policies (i.) The airport shall be maintained and used as, but not expanded beyond the capability of, a “general aviation reliever facility.” The City shall encourage and work with airport authorities to decrease airport-related problems to a level compatible with surrounding land uses and the urban area. (ii) Adequate open space and tree planting shall be provided around the airport where necessary to reduce the noise impact of airport operations on surrounding residential areas. Airport open space shall be included in the City’s greenway system. (iii) The City shall encourage the use of properties adjacent to the airport for industrial parks, related commercial activities and community facilities in order to maximize airport services and provide a buffer for surrounding

A-2

Source/Section Policy/Regulation Text

residences. (iv) The height and occupancy of structures within the approach zones to the airport shall be regulated to reduce hazard to aircraft and the public.

(J) HILLSBORO (1) The City shall support implementation of the current Hillsboro Airport AIRPORT. Master Plan.

(2) Should it be necessary to update the Hillsboro Airport Master Plan, the City shall participate in the process.

Section 15, Station Community Planning Areas (IV) Hawthorne (A) The Hawthorne Farm/Fair Complex SCPA is designated as a “station Farm/Fair Complex community” in the Region 2040 Growth Concept. Overall density targets of SCPA Policies 45 persons per net acre are anticipated under this regional designation. The City will strive to achieve this density target, while recognizing the constraints to increased densities posed by the airport clear zone and largely established patterns of business park and single family neighborhood development.

(C) A specific Fair Complex Institutional Zoning District shall apply to publicly owned property located north of the Fair Complex light rail station, east of NE 28th Avenue, south of Cornell Road, and west of the airport clear zone. Phased development of events facilities is encouraged to support the master plan for the Fair Complex adopted by the Washington County.

Board of Commissioners. The Fair Complex Institutional District is intended to encourage convention and conference centers, public recreational facilities and sports playing fields, facilities for indoor and outdoor educational displays and exhibits, and facilities for related events and activities that can support and benefit from proximity to the Fair Complex light rail station.

City of Hillsboro Transportation System Plan Goal 1, Safety Policy 6 Do not permit land uses within Airport Noise Corridors that are not noise compatible, and avoid the establishment of uses that are physical hazards to air traffic at the Hillsboro Airport.

The airport is a resource to the community. Coordinate with the Port of Portland on the implementation of the Hillsboro Airport Master Plan and overlay Runway Protection Plan (RPZ) designations on the City zoning map. Work with the Port of Portland to establish a partnership, which addresses impacts. Avoid permitting future uses that in the airport noise corridors that would be significantly impacted by allowable airport noise levels, unless such impacts can be effectively mitigated.

Goal 5, Goods Policy 2 Coordinate with the Port of Portland in planning for the Movement Hillsboro Airport

City of Hillsboro Zoning Ordinance

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Section 62 (4) Any use or operation shall comply with current state air quality and noise M-2 Industrial statutes and rules, as administered by the Department of Environmental Zone Quality. (Added by Ord. No. 3343/7-82.)

Section 72 (1) Air Quality and Noise. All uses and operations shall comply with current M-P Industrial state air quality and noise statutes and rules, as administered by the Zone Department of Environmental Quality. (Amended by Ord. No. 3343/7-82.)

Section 127, 2. Building Height. The Planning Commission may grant an exception to the Planned Unit applicable height requirements for a specified and defined area within the PUD, Development based on findings that: (Added by Ord. No. 3889/12-89.)

c. The proposal complies with the Federal Aviation Administration's Aviation Regulations (FAR) Part 77; and

Section 94. (2) In order to assure safe airport operation, no structure or structural part shall Exceptions to exceed height standards established for the vicinity of the Portland-Hillsboro Building Height Airport by the Federal Aviation Administration's Aviation Regulations (FAR) Part Limitations. 77.

Section 136, N. Station Community Fair Complex Institutional (SCFI) Station The SCFI District may be applied to property containing at least thirty (30) Community Fair acres owned by one or more public entities and/or private parties and Complex assembled into a mixed use development centered around public Industrial (SCFI) entertainment, amusement, and sports participation. The focus of development in the District is on facilities accommodating activities including, but not limited to, the Washington County Fair, conferences, conventions, expositions and trade shows, in a variety of open-air facilities and enclosed buildings. Hotels, restaurants, and specialty retail establishments are encouraged in the District. Sports and entertainment facilities including, but not limited to, arenas, rinks, aquatics centers, cinemas, theaters, and usable open space designed to accommodate sports fields and outdoor athletic activities are also allowed. Up to twenty-five percent (25%) of the District may be used for high density residential, mixed use residential and live-work units, as identified in the Concept Development Plan required for the phased development of the District.

Development in the District shall be designed to take advantage of the unique multi-modal opportunity provided by the adjacent LRT and bus transfer station, park-and-ride facility, and pedestrian and bicycle linkages to nearby neighborhoods. The Concept Development Plan shall emphasize the following features: compact, high density mixed use development; multi-story structures where compatible with the intended use and the constraints of the nearby airport; buildings and internal circulation oriented to the adjacent light rail station site; a strong focus on pedestrian-sensitive design of buildings, facilities and linkages; and a reduction in surface parking in favor of parking structures, except in the airport clear zone where well landscaped surface parking for large events and facilities for travel trailers and recreational vehicles to accommodate event vendors and visitors (and other low density uses) are allowed. (Amended by Ord. No. 4545/4-97.)

Section 137. V. MINIMUM AND MAXIMUM RESIDENTIAL DENSITIES, AND ANCILLARY Development DWELLING UNITS Regulations for 8. Notwithstanding any other provision of this subsection, the minimum density

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Station of residential structures constructed within a Station Community Residential Community District on properties within Review Area 6, as identified in Figure 7 and in Planning Areas Table 5 of the Hillsboro Airport Compatibility Study (May 1993), shall not be less than 7 dwelling units per net acre and the maximum density shall not exceed 12 dwelling units per net acre.

VI. MINIMUM FLOOR AREA RATIOS 7. Notwithstanding any other provision of this subsection, the floor area ratio of non-residential structures constructed on properties within Review Area 6, as identified in Figure 7 and in Table 5 of the Hillsboro Airport Compatibility Study (May 1993), shall not exceed 0.3.

X. MINIMUM AND MAXIMUM BUILDING HEIGHT REQUIREMENTS 4. In the event a maximum building height permitted by Table 1 or by this subsection as applied to a specific building site conflicts with that specified in the Hillsboro Airport Compatibility Study (May 1993), and the Federal Aviation Administration continues to certify the need for such a height restriction, the Hillsboro Airport Compatibility Study shall supersede and control.

Section 142: II. PURPOSE HAWTHORN These community-specific design standards reflect the City's goals and FARM / FAIR objectives for the Hawthorn Farm/Fair Complex SCPA as described in the COMPLEX Hillsboro Comprehensive Plan. Where the design standards of this Section STATIONS specifically conflict with those contained in Sections 138, the standards of this COMMUNITY Section shall prevail. PLANNING AREA SUPPLEMENTAL Because Hawthorn Farm Business Park is substantially developed with few lots STANDARDS remaining vacant, a major shift in development regulations or design standards would be disruptive to the established design and character of the Park. Consequently, special consideration has been given throughout Sections 136, 137, 138 and 142 to minimize adverse impacts on Hawthorn Farm while maintaining the basic principles of increased density and enhanced pedestrian orientation near the Hawthorn Farm LRT station. The land south of Elam Young Parkway is within the flight path safety zone of the Hillsboro Airport. Consequently, even though land owners in this area would like to increase density and land use intensity, the City must agree with the Port of Portland and the Federal Aviation Administration that it is in the public interest to maintain the current low density uses and zoning. However, if the Port and the FAA should change airport operations or if technology, safety improvements or other mitigating circumstances arise, the City would welcome the opportunity to rezone the area to a higher density, mixed use residential village befitting its location near the Hawthorn Farm LRT Station.

The Fair Complex, the Washington County Fair Board and the Washington County Fair are institutions in transition. As the County Seat, Hillsboro is proud to be the host community for the Washington County Fair. At the same time, the Fair Board recognizes it must use the land more efficiently and intensely throughout the year. To achieve that objective, the Fair Board, Washington County Board of Commissioners, the City of Hillsboro and the Port of Portland are seeking to develop the land into a year-round conference and entertainment facility. Such a facility would accommodate the Fair, but would also host numerous other indoor and outdoor events, be the site of a

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convention hotel with exhibit space, and perhaps provide an indoor sports arena and cinema. In order to help finance the program, a portion of the land may be used for residential purposes. The provisions of Sections 136 through 138 and Section 142 accommodate this vision.

IV. DEVELOPMENT C. Minimum and Maximum Residential Densities and Ancillary Dwelling Units REGULATIONS The Standards of Section 137 shall apply except that: 1. All residential development within this District shall comply with applicable provisions of the State “Airport Planning Rule” (OAR 660 Division 13).

D. Minimum Floor Area Ratios The Standards of Section 137 shall apply except that: 1. All non-residential development within this District shall comply with applicable provisions of the State “Airport Planning Rule” (OAR 660 Division 13).

H. Minimum and Maximum Building Height Requirements The Standards of Section 137 shall apply except that: 1. All development within this District shall comply with applicable provisions of the State “Airport Planning Rule” (OAR 660 Division 13).

Washington County Comprehensive Plan POLICY 5, It is the policy of Washington County to support efforts to control noise and NOISE: attempt to limit the adverse impacts of noise.

Policy 5 a. Investigate the feasibility of undertaking a study of noise problems in the Implementing unincorporated area, and if the study reveals serious noise pollution problems, Strategies will consider the feasibility of revising its existing noise regulations to control identified noise problems.

b. Comply with Department of Environmental Quality noise standards.

c. Include provisions in the Community Development Code to minimize adverse impacts of noise.

d. Consider noise-generating sources and noise-sensitive land uses in the Community Plan elements of the Comprehensive Plan.

e. Discourage the location of service facilities such as schools, hospitals, nursing homes, public assembly and high-density residential development within the year 2000 LDN55 and LDN 60 contours.

f. Coordinate with the Department of Environmental Quality, Oregon Department of Transportation and the Port of Portland when establishing land use designations near airports.

Policy 42, Airports It is the policy of Washington County to protect the function and economic viability of existing public use airports, while ensuring public safety and compatibility between airport uses and surrounding land uses for public use airports and for private use airports identified by the Oregon Department of Aviation (DOA).

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a. Adopt and implement Airport Overlay Districts consistent with LCDC Airport Planning Rules and ORS Chapter 836 in order to:

1. Protect public use airports by regulating land uses in designated areas surrounding the Portland-Hillsboro and the Stark’s Twin Oaks airports based on adopted airport master plans or evidence of each airport’s specific level of risk and usage. Prevent the installation of airspace obstructions, additional airport hazards, and ensure the safety of the public and guide compatible land use. Limit uses in specific noise impact and crash hazard areas that have been identified for each specific airport. To a lesser degree, protect the function and economic viability of the Skyport airport, which was not identified pursuant to ORS 836.600 but which the County recognizes as an established privately owned public use airport and thus requiring regulatory measures to promote safety.

b. Recognize the Portland-Hillsboro airport as the major aviation facility in Washington County and an airport of regional significance. To promote its operation, the County shall coordinate with the City of Hillsboro to help ensure compatibility with surrounding land uses. The Comprehensive Plan will be updated to reflect any necessary changes resulting from this process.

c. Work with airport sponsors to coordinate with the Federal Aviation Administration (FAA) in promoting FAA-registered flight patterns and FAA flight behavior regulations in order to protect the interests of County residents living near airports;

d. Maintain geographic information system (GIS) mapping of the Airport Overlay Districts and provide timely updates;

e. Participate in and encourage the adoption of master plans for all public use airports and, at a minimum, an airport layout plan for the remaining DOA recognized airfields in Washington County;

f. Discourage future development of private landing fields when they are in proximity to one another, or where they are near other public airports and potential airspace conflicts are determined to exist by the FAA or the DOA.

Washington County Transportation System Plan Air, Rail, Pipeline Air transport in Washington County consists of two public use airports.1 The and Water larger of these airports, the Hillsboro Airport, operated by the Port of Portland, Background is a general aviation airport acting as a reliever airport for Portland International. Aircraft at the Hillsboro Airport are limited to small engine and business class aircraft providing passenger shuttle rather than air cargo service for some of the major industries in the area. Plans to expand Hillsboro Airport in the future include the purchase of additional land for expansion and the addition of a third runway to accommodate increasing demand.

17.1 Coordinate planning and development of air, rail, pipeline and water

1 Private use airports are not a required element of a transportation system plan (OAR 660-012- 0020{2}{e}).

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transportation service with federal, state and regional regulators and transportation service providers to ensure the safety of operations as well as environmental and noise compatibility with surrounding land uses.

17.2 Coordinate with service providers to ensure that existing facilities are protected from encroachment by incompatible land uses and to minimize land use conflicts where future expansion is needed.

Washington County Development Code 106 Definitions 106-10 Airport 106-10.1 Aircraft 106-10.2 Airport Direct Impact Area 106-10.3 Airport Elevation 106-10.4 Airport Imaginary Surfaces 106-10.5 Airport Noise Impact Boundary 106-10.6 Airport Sponsor 106-10.7 Approach Surface 106-10.8 Conical Surface 106-10.9 Department of Aviation 106-10.10 FAA 106-10.11 FAA's Technical Representative 106-10.12 Heliport 106-10.13 Horizontal Surface 106-10.14 Obstruction 106-10.15 Other than Utility Runway 106-10.16 Primary Surface 106-10.17 Public Assembly Facility 106-10.18 Runway 106-10.19 Runway Protection Zone 106-10.20 Significant 106-10.21 Transitional Surface 106-10.22 Utility Runway 106-10.23 Visual Runway 106-10.24 Water Impoundment

340 EXCLUSIVE 340-8.3 Height: FARM USE C. No structure or structural part shall exceed height standards for any airport DISTRICT (EFU) in the County established in accordance with Federal Aviation Administration’s Aviation Regulations.

340-6 Prohibited Uses 340-6.4 The location of service facilities which house groups of people and public assembly facilities in airport approach zones. These facilities shall be avoided within any existing June 1983, Airport year 2000 LDN fifty-five (55) contour. 344 344-9.3 Height: AGRICULTURE AND FOREST C. No structure or structural part shall exceed height standards established for DISTRICT (AF- any airport in the County established in accordance with Federal Aviation 20) Administration’s Aviation Regulations.

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348 348-6.3 Height: AGRICULTURE D. No structure or structural part shall exceed the height standards established AND FOREST for any airport in the County established in accordance with Federal Aviation DISTRICT (AF-5) Administration’s Aviation Regulations.

348-5 Prohibited Uses 348-5.4 The location of service facilities which house groups of people and public assembly facilities in airport approach zones. These facilities shall be avoided within any existing June, 1983 Airport Year 2000 LDN fifty-five (55) contour.

387 CURRENTLY THIS ONLY APPLIES TO STARK’S TWIN OAKS AIRPARK PUBLIC USE AIRPORT OVERLAY DISTRICT

388 PUBLIC CURRENTLY THIS ONLY APPLIES TO STARK’S TWIN OAKS AIRPARK and USE AIRPORT in the future to airports that a) have visual approaches and b) are identified as SAFETY AND needing protection by the ORSs COMPATIBILITY OVERLAY DISTRICT

430-7 Airports 430-7 Airports, Personal Use Personal use airport or heliport facilities, including associated hangers, maintenance and service facilities, may be permitted as a special use in certain districts outside of the airport overlay districts, subject to the following standards.

Facilities in areas that are specifically designated for airport use (i.e., within Public Use Airport Overlay District or Private Use Airport Overlay District) shall be subject to the regulations outlined under those Sections.

Personal use airports and heliports, in addition to appropriate approval of the Federal Aviation Administration (FAA), Oregon Department of Transportation Aviation (DOA) and the Department of Environmental Quality (DEQ), shall be subject to the standards of the Community Development Code.:

430-7.1A. The use shall be restricted, except for aircraft emergencies, to the owner, and on an infrequent and occasional basis, to his/her invited guests; and commercial aviation activities shall be restricted to those in connection with agricultural operations outside the UGB;

430-7.2B. Aircraft based on the site shall be limited to those owned or controlled by the owner of the airstrip;

430-7.3C. Exceptions to the activities permitted under Section 430-7.8 may be permitted through wavier action by the Department of Aviation in specific instances;

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430-7.4D. A personal use airport lawfully existing as of September 13, 1975, shall be recognized and allowed to continue subject to any applicable regulations of the Department of Aviation, or any conditions stipulated by the County during the airport’s review as a special or conditional use;

430-7.5E. To avoid noise sensitive areas, limitations may be placed on personal use facilities to reduce negative impacts with regard to such things as noise, frequency of activity, type of operation and aircraft, hours of operation and traffic patterns.

430-59 Heliport Heliports may be allowed subject to compliance to all Federal and State requirements including DEQ noise control regulations for aeronautics. Personal use heliports shall comply with the requirements of Section 430-7.8.

430-145 Winery 430-145.1 A winery, as described by ORS 215.452, may be permitted in the EFU and AF-20 Districts subject to the following standards:

E. Standards imposed upon a winery shall be limited solely to each of the following for the sole purpose of limiting demonstrated conflicts with farming or forest practices on adjacent lands:

(3) The Review Authority shall also apply, when applicable, the standards of Sections 421 (Flood Plain and Drainage Hazard Area Development), Section 422 (Significant Natural Resources), and other standards regarding geologic hazards, airport safety, and other regulations for resource protection acknowledged to comply with any statewide planning goal respecting open spaces, scenic and historic areas and natural resources.

421, FLOOD 421-4 Uses and Activities Permitted Through a Type I Procedure PLAIN AND DRAINAGE 421-4.9 Authorized airport related activities within the Public Use Airport HAZARD AREA Overlay District, as DEVELOPMENT identified in section 387-4

421-5.16 Creation or restoration of wetlands, including wetland mitigation, creation, enhancement and restoration within public use airport approach surface areas and airport direct impact boundaries, pursuant to section 388-9.

CDC Section 422, 422-3 Criteria for Development SIGNIFICANT NATURAL 422-3.3 Development Within a Riparian Corridor, Water Areas and Wetlands, RESOURCES, and Water Areas and Wetlands and Fish and Wildlife Habitat:

(10) All public use airport related uses and activities allowed pursuant to Section 387-4.

(11) Wetland mitigation, creation, enhancement and restoration within public use airport approach surface areas and airport direct impact boundaries shall be allowed upon demonstration of compliance with the requirements of Section 388-9.

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CDC Section 204, 204-1 General Provisions NOTICE OF TYPE I, II OR III For notice purposes for airport-related development actions within Public and DEVELOPMENT Private Use Airport Overlay Districts, the boundary of the subject notice area ACTIONS shall be the limits of the associated Airport Safety Overlay District, or Airport Safety and Land Use Compatibility Overlay District (whichever is applicable)

204-3 Type II Actions 204-3.1 A public notice of pending review shall be mailed to:

(4) When airport-related development is proposed on property within a Public or Private Use Airport Overlay District, property owners within the associated Airport Safety Overlay District, or Airport Safety and Land Use Compatibility Overlay District (whichever is applicable).

204-4 Type III Actions 204-4.2 The notice of public hearing shall be mailed to:

(5) When airport-related development is proposed on property within a Public or Private Use Airport Overlay District, all property owners within the associated Airport Safety Overlay District or Airport Safety and Land Use Compatibility Overlay District (whichever is applicable).

A-11 PORT OF PORTLAND Appendix B STATE REGULATIONS

STATE REGULATIONS

This section includes an in-depth discussion of the State Regulations related to Airport Noise, expanding on the summary provided in Chapter 1.

OREGON STATEWIDE LAND USE PROGRAM GOAL 12: TRANSPORTATION

The State of Oregon Department of Land Conservation and Development (DLCD) administers 14 statewide planning goals which all local governments must incorporate into their local comprehensive land use plans. Statewide Planning Goal 12 addresses transportation and specifies that transportation networks within the state should be safe, convenient, and economic. This applies to both air passenger and air cargo systems. Compliance with this goal can be achieved by including a transportation element that addresses state requirements for airport planning and compatibility with surrounding land uses.

TRANSPORTATION PLANNING RULE

The Transportation Planning Rule (TPR) was adopted by the State of Oregon’s Land Conservation and Development Commission (LCDC) in 1991. It addresses more generally the topic of transportation planning, including airport planning. Four provisions of the TPR are noteworthy. First, OAR 660-012-0020(2)(e) requires that local government transportation system plans (TSPs) include an airport element that identifies the location of public use airports, including all areas within imaginary surfaces and other areas covered by state or federal regulations. Second, OAR 660-012-0045(2)(c) requires that local governments adopt land use regulations consistent with state and federal requirements to protect airport facilities and corridors for their intended functions. These include measures to protect public airports by controlling land uses within airport noise corridors and imaginary surfaces and by limiting physical hazards to air navigation. Third, OAR 660-012-0045(2)(d) requires that local governments establish a process for coordinated review of future land use decisions affecting transportation facilities, corridors, or sites. Finally, OAR 660-012-0045(2)(f)(D) requires local governments to adopt regulations providing notice to public entities and agencies providing transportation facilities and services of applications within airport noise corridors and imaginary surfaces that affect airport operations. For the Hillsboro Airport, affected agencies would include at least the Port of Portland, the Department of Aviation, and Metro.

AIRPORT PLANNING RULE

OAR 660-Division 13 (DLCD), Airport Planning Rule

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The Airport Planning Rule (APR) was adopted by LCDC to refine the provisions for local government airport regulation contained in Statewide Planning Goal 12 (Transportation) and OAR 660 Division 12 (Transportation Planning Rule or “TPR”). The APR establishes a series of local government requirements pertaining to aviation facility planning, which according to the purpose statement “…are intended to promote a convenient and economic system of airports in the state and land use planning to reduce risks to aircraft operations and nearby land uses.”

The APR implements Oregon Revised Statute 836.600 through 836.630. Section-0030 “Preparation and Coordination of Plans” requires local governments to adopt comprehensive plan and land use regulations for airports consistent with the APR and ORS 836.600 through 836.630. All adopted comprehensive plan and land use regulation requirements must be coordinated with acknowledged transportation system plans of affected cities, counties, and Metropolitan Planning Organizations (MPOs). They must also be consistent with the Oregon Department of Aviation’s adopted Aviation System Plan and coordinated with affected state and federal agencies, local governments, special districts, and airport sponsors. Finally under this section, plan and land use regulations requirements must “encourage and support the continued operation and vitality of airports” as required by ORS 836.600 et seq.

Section-0040, “Aviation Facility Planning Requirements,” outlines facility planning requirements for local governments related to the adoption of comprehensive plan and land use regulations for each aviation facility subject to ORS 836.630. The list of requirements includes provisions that local governments adopt maps showing the locations of (1) the airport boundary; (2) existing and planned runways, taxiways, aprons, tie-down areas, and navigational aids; (3) existing and planned buildings and facilities; and (4) safety zones, compatibility zones, and existing noise impact boundaries identified pursuant to OAR 340, Division 35. Additional requirements include adopting a projection of aeronautical facility and service needs, as well as provisions for airport uses not currently located at the airport or expansion of existing airport uses. The following criteria determine whether the expansion of existing airport uses or the establishment of uses not currently located at the airport may be allowed:

▪ The projected need for such uses ▪ Economic and use forecasts supported by market data ▪ Whether the uses can be supported by adequate public and transportation services and facilities ▪ Whether they can be sited such that they do not create a hazard for aircraft operations ▪ Whether uses can be sited in a manner that is compatible with existing and planned land uses surrounding the airport ▪ Whether they are consistent with the applicable provisions of acknowledged plans, policies, and regulations

Additional requirements for airport planning include providing a description of the types and levels of public facilities and services necessary to support development located at or planned for the airport (including transportation facilities and services). Local governments must request that the airport owner provide the economic and use forecast required by the APR.

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Section -0050, “Implementation of Local Airport Planning,” directs local governments to adopt land use regulations to carry out the requirements of the APR. Section-0070, “Local Government Safety Zones for Imaginary Surfaces,” requires that local governments adopt an Airport Safety Overlay Zone to promote aviation safety by prohibiting structures, trees, and other objects of natural growth from penetrating airport imaginary surfaces.

Finally, Section 660-13-0080, “Local Government Land Use Compatibility Requirements for Public Use Airports,” includes the heart of Division 13, a list of the compatibility requirements for public use airports. According to the APR, local governments must take the following actions to move toward compatibility:

Prohibit new residential development and public assembly uses within the runway protection zone (RPZ); Limit the establishment of uses identified in the FAR Part 150 land use compatibility guidelines table within a noise impact boundary that has been identified pursuant to OAR 340 Division 35; Prohibit the siting of new industrial uses and the expansion of existing industrial uses where either, as part of regular operations, would cause emissions of smoke, dust, or steam that would obscure visibility within airport approach corridors; Limit outdoor lighting for new industrial, commercial, or recreational uses or the expansion of such uses to prevent light from projecting directly onto an existing runway or taxiway, or into existing airport approach corridors except where necessary for safe and convenient air travel; Coordinate the review of all radio, radiotelephone, and telephone transmission facilities and electrical transmission lines with ODOT aeronautics division; Regulate water impoundments consistent with the requirements of ORS 836.623(2) through (6); and Prohibit the establishment of new landfills near airports, consistent with DEQ rules.

The remainder of the APR includes Section 660-013-0100, “Airport Uses at Non-Towered Airports,” which directs local governments to adopt land use regulations to allow a variety of uses and activities within airport boundaries for non-towered airports, and Section 660-13-0110, “Other Uses in the Airport Boundary,” which allows local governments to authorize commercial, industrial, manufacturing and other uses in addition to those listed in OAR 660-13-0100 within the airport boundary where such uses are consistent with applicable provisions of acknowledged plans, policies, and statewide planning goals. Finally, Section 660-13-0140, “Safe Harbors,” discusses alternative ways for local governments to address certain requirements in the APR. Under this section, portions of acknowledged comprehensive plans, land use regulations, Airport Master Plans, and Airport Layout Plans adopted by the local government as mandatory standards or requirements shall be considered adequate to meet requirements of the APR unless they are contrary to provisions of ORS 836.600 to 836.630.

Noise Compatibility Planning

OAR 340-035-0045 (DEQ) Noise Control Programs for Airports

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This administrative rule recognizes that noise pollution caused by Oregon airports threatens the public health and welfare of citizens residing in the vicinity of airports. Noise Abatement Programs, (programs designed to achieve noise compatibility between an airport and its environs) primarily focus on airport operational measures to prevent increased noise and to lessen existing noise levels. NAPs also analyze the effects of aircraft noise emission regulations and land use controls. There are multiple ways to manage and diminish airport related noise and its impacts, including encouraging compatible land uses and controlling and reducing the airport/aircraft noise impacts on communities in the vicinity of airports to “acceptable” levels (Below DNL 65).

The Rule establishes the Airport Noise Criterion as 55 DNL, which is lower than 14 CFR Part 150, which recognizes noise sensitive area as 65 DNL and above. While DEQ requires areas from DNL 55 dBA and above to be mapped for informational purposes, noise levels below 65 DNL are considered acceptable and no mitigation is required. Section (2) of the rule requires any airport that obtains funding to develop an Airport Master Plan to submit for DEQ approval an existing noise impact boundary and projected noise impact boundaries at five, ten, and twenty years into the future. NAPs are required if the Airport Noise Impact Boundary (within or above the DNL 55 noise contour) includes a Noise Sensitive Property. “Noise Sensitive Property” is defined as “real property normally used for sleeping, or normally used as schools, churches, hospitals or public libraries. Property used in industrial or agricultural activities is not Noise Sensitive Property unless it meets the above criteria in more than an incidental manner.”

A Noise Abatement Program will be required if Noise Sensitive Property is identified within the Airport Noise Impact Boundary, and the DEQ Commission has reasonable cause to believe that it is necessary to protect the health, safety, or welfare of the public. The determination of “reasonable cause” is based upon the following criteria:

▪ Present or planned airport operations cause or may cause noise impacts that interfere with noise sensitive use activities such as communication and sleep to the extent that the public health, safety or welfare, is threatened; ▪ The noise impacts will occur on property presently used for noise-sensitive purposes, or where noise-sensitive use is permitted by zone or comprehensive plan; and ▪ It appears likely that a feasible noise abatement program may be developed.

General elements of a Noise Abatement Program include the following (for a complete listing see OAR-340-035-045[b]):

▪ Maps of the airport and its environs, and supplemental information, providing specific noise contours from the Noise Impact Boundary at five, ten, and twenty years in the future, all existing noise-sensitive property in the Noise Impact Boundary, present zoning and comprehensive land use plan permitted uses and related policies, physical layout of the airport including runways, location of present and future flight tracks, and number of aircraft flight operations used in the calculation of the airport noise levels.

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▪ An airport operational plan designed to reduce airport noise impacts at Noise Sensitive Property to the Airport Noise Criterion to the greatest extent practicable (see OAR-340-035- 045[b] for methods to obtain reductions). ▪ A proposed land use and development control plan, and evidence of good faith efforts to protect the area within the airport Noise Impact Boundary from encroachment by non- compatible noise-sensitive uses and to resolve conflicts with existing unprotected noise- sensitive uses within the boundary (see OAR-340-035-045[b] for potential actions).

OREGON TRANSPORTATION PLAN

The Oregon Transportation Plan is the statewide plan for all transportation modes as designated under Goal 12. It is a guide for coordinating all transportation networks to ensure efficient and convenient access to the state’s transportation networks.

OREGON AVIATION PLAN

The Oregon Department of Aviation has adopted the 2000 Oregon Aviation Plan. The Oregon Aviation Plan is intended to provide guidance for the safe and efficient operation of a convenient and economically viable system of airports. Additionally, land use compatibility efforts are to be made to reduce accident risks to aircraft operations and to land uses. Ideally, those efforts should fall in line with the Oregon Airport Compatibility Guidebook which is described in the following paragraphs.

OREGON AIRPORT COMPATIBILITY GUIDEBOOK

The Airport Land Use Compatibility Guidebook (Guidebook) was published in 2003 by the State of Oregon Department of Aviation to serve as a resource for planners, local officials, and citizens regarding airport land use compatibility issues. It provides non-mandatory guidance about how local governments might implement land management techniques that will improve airport land use compatibility. The Guidebook provides a comprehensive picture of the issues surrounding land use compatibility topics. It includes summaries of the many federal and state regulations related to aviation and airport planning, a discussion of safety, environmental and noise-related issues, implementation methods for preventative and corrective operational and land management techniques, as well as sample agreements, plans, and zoning ordinances (including model airport use ordinances and model airport safety and compatibility overlay ordinances addressing the requirements in ORS 836.600 et seq. and OAR 660, Division 13). The Guidebook is the primary source for the potential land management methods referenced later in this document.

B-5 PORT OF PORTLAND Appendix C MODEL PUBLIC USE AIRPORT SAFETY AND COMPATIBILITY OVERLAY ZONE FOR PUBLIC USE AIRPORTS WITH INSTRUMENT APPROACHES Model Public Use Airport Safety and Compatibility Overlay Zone for Public Use Airports with Instrument Approaches

.010 Purpose. The purpose of this overlay zone is to encourage and support the continued operation and vitality of public use airports with instrument approaches by establishing compatibility and safety standards to promote air navigational safety at such public use airports and to reduce potential safety hazards for persons living, working or recreating near such public use airports. [ORS 836.600; ORS 836.619; OAR 660-013- 0070; OAR 660-013-0080]

.020 Definitions. [ORS 836.605; ORS 836.623(6); OAR 660-013-0020; OAR 660-013- 0070(1)(a), (b); OAR 660-013-0080(1)(a)]

Airport. The strip of land used for taking off and landing aircraft, together with all adjacent land used in connection with the aircraft landing or taking off from the strip of land, including but not limited to land used for existing airport uses.

Airport Direct Impact Area. The area located within 5,000 feet of an airport runway, excluding lands within the runway protection zone and approach surface.

Airport Elevation. The highest point of an airport's usable runway, measured in feet above mean sea level.

Airport Imaginary Surfaces. Imaginary areas in space and on the ground that are established in relation to the airport and its runways. Imaginary areas are defined by the primary surface, runway protection zone, approach surface, horizontal surface, conical surface and transitional surface.

Airport Noise Impact Boundary. Areas located within 1,500 feet of an airport runway or within established noise contour boundaries exceeding 55 Ldn.

Airport Secondary Impact Area. The area located between 5,000 and 10,000 feet from an airport runway.

Airport Sponsor. The owner, manager, or other person or entity designated to represent the interests of an airport.

Approach Surface. A surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface.

A. The inner edge of the approach surface is the same width as the primary surface and it expands uniformly to a width of:

a. 2,000 feet for a utility runway having a non-precision, instrument approach;

C-1 b. 3,500 feet for a non-precision instrument runway, other than utility, having visibility minimums greater than three-fourths statute mile;

c. 4,000 feet for a non-precision instrument runway, other than utility, having visibility minimums at or below three-fourths statute mile; and

d. 16,000 feet for precision instrument runways.

B. The approach surface extends for a horizontal distance of:

a. 5,000 feet at a slope of 20 feet outward for each foot upward for all utility runways;

b. 10,000 feet at a slope of 34 feet outward for each foot upward for all non- precision instrument runways, other than utility;

c. 10,000 feet at a slope of 50 feet outward for each one foot upward, with an additional 40,000 feet at slope of 40 feet outward for each one foot upward, for precision instrument runways.

d. The outer width of an approach surface will be that width prescribed in this subsection for the most precise approach existing or planned for that runway end.

Conical Surface. A surface extending outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a horizontal distance of 4,000 feet.

Department of Aviation. The Oregon Department of Aviation, formerly the Aeronautics Division of the Oregon Department of Transportation.

FAA. The Federal Aviation Administration.

FAA's Technical Representative. As used in this ordinance, the federal agency providing the FAA with expertise on wildlife and bird strike hazards as they relate to airports. This may include, but is not limited to, the USDAAPHIS-Wildlife Services.

Height. The highest point of a structure or tree, plant or other object of natural growth, measured from mean sea level.

Horizontal Surface. A horizontal plane 150 feet above the established airport elevation, the perimeter of which is constructed by swinging arcs of specified radii from the center of each end of the primary surface of each runway of each airport and connecting the adjacent arcs by lines tangent to those arcs. The radius of each arc is:

(A) 5,000 feet for all runways designated as utility.

C-2 (B) 10,000 feet for all other runways.

(C) The radius of the arc specified for each end of a runway will have the same arithmetical value. That value will be the highest determined for either end of the runway. When a 5,000 foot arc is encompassed by tangents connecting two adjacent 10,000 foot arcs, the 5,000 foot arc shall be disregarded on the construction of the perimeter of the horizontal surface.

Non-precision Instrument Runway. A runway having an existing instrument approach procedure utilizing air navigation facilities with only horizontal guidance, or area type navigation equipment, for which a straight-in nonprecision instrument approach has been approved, or planned, and for which no precision approach facilities are planned or indicated on an FAA approved airport layout plan or other FAA planning document.

Obstruction. Any structure or tree, plant or other object of natural growth that penetrates an imaginary surface.

Other than Utility Runway. A runway that is constructed for and intended to be used by turbine driven aircraft or by propeller-driven aircraft exceeding 12,500 pounds gross weight.

Precision Instrument Runway. A runway having an existing instrument approach procedure utilizing air navigation facilities that provide both horizontal and vertical guidance, such as an Instrument Landing System (ILS) or Precision Approach Radar (PAR). It also means a runway for which a precision approach system is planned and is so indicated by an FAA-approved airport layout plan or other FAA planning document.

Primary Surface. A surface longitudinally centered on a runway. When a runway has a specially prepared hard surface, the primary surface extends 200 feet beyond each end of that runway. When a runway has no specially prepared hard surface, or planned hard surface, the primary surface ends at each end of that runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. The width of the primary surface is:

(A) 500 feet for utility runways having non-precision instrument approaches,

(B) 500 feet for other than utility runways having non-precision instrument approaches with visibility minimums greater than threefourths statute mile, and

(C) 1,000 feet for non-precision instrument runways with visibility minimums at or below three-fourths statute mile, and for precision instrument runways.

Public Assembly Facility. A permanent or temporary structure or facility, place or activity where concentrations of people gather in reasonably close quarters for purposes such as deliberation, education, worship, shopping, employment, entertainment, recreation, sporting events, or similar activities. Public assembly facilities include, but are

C-3 not limited to, schools, churches, conference or convention facilities, employment and shopping centers, arenas, athletic fields, stadiums, clubhouses, museums, and similar facilities and places, but do not include parks, golf courses or similar facilities unless used in a manner where people are concentrated in reasonably close quarters. Public assembly facilities also do not include air shows, structures or uses approved by the FAA in an adopted airport master plan, or places where people congregate for short periods of time such as parking lots or bus stops.

Runway. A defined area on an airport prepared for landing and takeoff of aircraft along its length.

Runway Protection Zone (RPZ). An area off the runway end used to enhance the protection of people and property on the ground. The RPZ is trapezoidal in shape and centered about the extended runway centerline. The inner width of the RPZ is the same as the width of the primary surface. The outer width of the RPZ is a function of the type of aircraft and specified approach visibility minimum associated with the runway end. The RPZ extends from each end of the primary surface for a horizontal distance of:

(A) 1,000 feet for utility runways.

(B) 1,700 feet for other than utility runways having non-precision instrument approaches.

[NOTE: the outer width of the RPZ is specified by airport type in OAR 660, Division 13, Exhibit 4]

Significant. As it relates to bird strike hazards, "significant" means a level of increased flight activity by birds across an approach surface or runway that is more than incidental or occasional, considering the existing ambient level of flight activity by birds in the vicinity.

Structure. Any constructed or erected object which requires location on the ground or is attached to something located on the ground. Structures include but are not limited to buildings, decks, fences, signs, towers, cranes, flagpoles, antennas, smokestacks, earth formations and overhead transmission lines. Structures do not include paved areas.

Transitional Surface. Those surfaces that extend upward and outward at 90 degree angles to the runway centerline and the runway centerline extended at a slope of seven (7) feet horizontally for each foot vertically from the sides of the primary and approach surfaces to the point of intersection with the horizontal and conical surfaces. Transitional surfaces for those portions of the precision approach surfaces which project through and beyond the limits of the conical surface, extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at a 90 degree angle to the extended runway centerline.

C-4 Utility Runway. A runway that is constructed for and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight or less.

Visual Runway. A runway intended solely for the operation of aircraft using visual approach procedures, where no straight-in instrument approach procedures or instrument designations have been approved or planned, or are indicated on an FAA-approved airport layout plan or any other FAA planning document.

Water Impoundment. Includes wastewater treatment settling ponds, surface mining ponds, detention and retention ponds, artificial lakes and ponds, and similar water features. A new water impoundment includes an expansion of an existing water impoundment except where such expansion was previously authorized by land use action approved prior to the effective date of this ordinance.

.030 Imaginary Surface and Noise Impact Boundary Delineation. The airport elevation, the airport noise impact boundary, and the location and dimensions of the runway, primary surface, runway protection zone, approach surface, horizontal surface, conical surface and transitional surface shall be delineated for each airport subject to this overlay zone and shall be made part of the Official Zoning Map. [NOTE: Airports utilizing best management practices should include direct and secondary impact boundaries in this list.] All lands, waters and airspace, or portions thereof, that are located within these boundaries or surfaces shall be subject to the requirements of this overlay zone. [ORS 836.619; OAR 660-013-0040(8); OAR 660-013-0070(1); OAR 660-013-0080(1)]

.040 Notice of Land Use and Permit Applications within Overlay Zone Area. Except as otherwise provided herein, written notice of applications for land use or limited land use decisions, including comprehensive plan or zoning amendments, in an area within this overlay zone, shall be provided to the airport sponsor and the Department of Aviation in the same manner as notice is provided to property owners entitled by law to written notice of land use or limited land use applications. [ORS 836.623(1); OAR 738-100-010; ORS 215.416(6); ORS 227.175(6)]

A. Notice shall be provided to the airport sponsor and the Department of Aviation when the property, or a portion thereof, that is subject to the land use or limited land use application is located within 10,000 feet of the sides or ends of a runway:

B. Notice of land use and limited land use applications shall be provided within the following timelines.

1. Notice of land use or limited land use applications involving public hearings shall be provided prior to the public hearing at the same time that written notice of such applications is provided to property owners entitled to such notice.

2. Notice of land use or limited land use applications not involving public hearings shall be provided at least 20 days prior to entry of the initial decision on the land use or limited land use application.

C-5 C. Notice of the decision on a land use or limited land use application shall be provided to the airport sponsor and the Department of Aviation within the same timelines that such notice is provided to parties to a land use or limited land use proceeding.

D. Notices required under Paragraphs A-C of this section need not be provided to the airport sponsor or the Department of Aviation where the land use or limited land use application meets all of the following criteria:

1. Would only allow structures of less than 35 feet in height;

2. Involves property located entirely outside the approach surface;

3. Does not involve industrial, mining or similar uses that emit smoke, dust or steam; sanitary landfills or water impoundments; or radio, radiotelephone, television or similar transmission facilities or electrical transmission lines; and

4. Does not involve wetland mitigation, enhancement, restoration or creation.

.050 Height Limitations on Allowed Uses in Underlying Zones. All uses permitted by the underlying zone shall comply with the height limitations in this Section. When height limitations of the underlying zone are more restrictive than those of this overlay zone, the underlying zone height limitations shall control. [ORS 836.619; OAR 660-013-0070]

A. Except as provided in subsections B and C of this Section, no structure or tree, plant or other object of natural growth shall penetrate an airport imaginary surface. [ORS 836.619; OAR 660-013-0070(1)]

B. For areas within airport imaginary surfaces but outside the approach and transition surfaces, where the terrain is at higher elevations than the airport runway surfaces such that existing structures and permitted development penetrate or would penetrate the airport imaginary surfaces, a local government may authorize structures up to 35 feet in height.

C. Other height exceptions or variances may be permitted when supported in writing by the airport sponsor, the Department of Aviation and the FAA. Applications for height variances shall follow the procedures for other variances and shall be subject to such conditions and terms as recommended by the Department of Aviation and the FAA.

.060 Procedures. An applicant seeking a land use or limited land use approval in an area within this overlay zone shall provide the following information in addition to any other information required in the permit application: [NOTE: where uses otherwise allowed outright become "limited" under this ordinance, the local government needs to identify the applicable administrative review process.]

C-6 A. A map or drawing showing the location of the property in relation to the airport imaginary surfaces. The Planning Department shall provide the applicant with appropriate base maps upon which to locate the property.

B. Elevation profiles and a site plan, both drawn to scale, including the location and height of all existing and proposed structures, measured in feet above mean sea level.

C. If a height variance is requested, letters of support from the airport sponsor, the Department of Aviation and the FAA.

.070 Land Use Compatibility Requirements. [Option 1 – Minimum Requirements] Applications for land use or building permits for properties within the boundaries of this overlay zone shall comply with the requirements of this chapter as provided herein. [ORS 836.619; OAR 660- 013-0080]

A. Noise. Within airport noise impact boundaries, land uses shall be established consistent with the levels identified in OAR 660, Division 13, Exhibit 5. A declaration of anticipated noise levels shall be attached to any subdivision or partition approval or other land use approval or building permit affecting land within airport noise impact boundaries. In areas where the noise level is anticipated to be at or above 55 Ldn, prior to issuance of a building permit for construction of a noise sensitive land use (real property normally used for sleeping or as a school, church, hospital, public library or similar use), the permit applicant shall be required to demonstrate that a noise abatement strategy will be incorporated into the building design that will achieve an indoor noise level equal to or less than 55 Ldn. [OAR 340- 035-0045(1)(d), (4)] [NOTE: FAA Order 5100.38A, Chapter 7 provides that interior noise levels should not exceed 45 decibels in all habitable zones.]

B. Outdoor Lighting. No new or expanded industrial, commercial or recreational use shall project lighting directly onto an existing runway or taxiway or into existing airport approach surfaces except where necessary for safe and convenient air travel. Lighting for these uses shall incorporate shielding in their designs to reflect light away from airport approach surfaces. No use shall imitate airport lighting or impede the ability of pilots to distinguish between airport lighting and other lighting.

C. Glare. No glare producing material, including but not limited to unpainted metal or reflective glass, shall be used on the exterior of structures located within an approach surface or on nearby lands where glare could impede a pilot's vision.

D. Industrial Emissions. No new industrial, mining or similar use, or expansion of an existing industrial, mining or similar use, shall, as part of its regular operations, cause emissions of smoke, dust or steam that could obscure visibility within airport approach surfaces, except upon demonstration, supported by substantial evidence, that mitigation measures imposed as approval conditions will reduce the potential for safety risk or incompatibility with airport operations to an insignificant level. The

C-7 review authority shall impose such conditions as necessary to ensure that the use does not obscure visibility.

E. Communications Facilities and Electrical Interference. Proposals for the location of new or expanded radio, radiotelephone, and television transmission facilities and electrical transmission lines within this overlay zone shall be coordinated with the Department of Aviation and the FAA prior to approval. [NOTE: See the additional safeguards set out in the Best Management Practices alternative below. The Department of Aviation highly recommends those safeguards.]

F. Use Prohibitions in RPZ. Notwithstanding the underlying zoning, the following uses are prohibited in the RPZ.

a. New residential development.

b. 2. Public assembly facilities.

G. Landfills. No new sanitary landfills shall be permitted within 10,000 feet of any airport runway. Expansions of existing landfill facilities within these distances shall be permitted only upon demonstration that the landfills are designed and will operate so as not to increase the likelihood of bird/aircraft collisions. Timely notice of any proposed expansion shall be provided to the airport sponsor, the Department of Aviation and the FAA, and any approval shall be accompanied by such conditions as are necessary to ensure that an increase in bird/aircraft collisions is not likely to result.

OR…

.070 Land Use Compatibility Requirements. [Option 2 – Best Management Practices] Applications for land use or building permits for properties within the boundaries of this overlay zone shall comply with the requirements of this chapter as provided herein. [ORS 836.619; ORS 836.623(1); OAR 660-013-0080]

A. Noise. Within airport noise impact boundaries, land uses shall be established consistent with the levels identified in OAR 660, Division 13, Exhibit 5. A declaration of anticipated noise levels shall be attached to any subdivision or partition approval or other land use approval or building permit affecting land within airport noise impact boundaries. In areas where the noise level is anticipated to be at or above 55 Ldn, prior to issuance of a building permit for construction of a noise sensitive land use (real property normally used for sleeping or as a school, church, hospital, public library or similar use), the permit applicant shall be required to demonstrate that a noise abatement strategy will be incorporated into the building design that will achieve an indoor noise level equal to or less than 55 Ldn. [NOTE: FAA Order 5100.38A, Chapter 7 provides that interior noise levels should not exceed 45 decibels in all habitable zones.]

C-8 B. Outdoor Lighting. No new or expanded industrial, commercial or recreational use shall project lighting directly onto an existing runway or taxiway or into existing airport approach surfaces except where necessary for safe and convenient air travel. Lighting for these uses shall incorporate shielding in their designs to reflect light away from airport approach surfaces. No use shall imitate airport lighting or impede the ability of pilots to distinguish between airport lighting and other lighting.

E. Communications Facilities and Electrical Interference. No use shall cause or create electrical interference with navigational signals or radio communications between an airport and aircraft. Proposals for the location of new or expanded radio, radiotelephone, and television transmission facilities and electrical transmission lines within this overlay zone shall be coordinated with the Department of Aviation and the FAA prior to approval. Approval of cellular and other telephone or radio communication towers on leased property located within airport imaginary surfaces shall be conditioned to require their removal within 90 days following the expiration of the lease agreement. A bond or other security shall be required to ensure this result.

F. Limitations and Restrictions on Allowed Uses in the RPZ, Approach Surface, and Airport Direct and Secondary Impact Areas. The land uses identified in Table 1, and their accessory uses, are permitted, permitted under limited circumstances, or prohibited in the manner therein described. In the event of conflict with the underlying zone, the more restrictive provisions shall control. As used in this section, a limited use means a use that is allowed subject to special standards specific to that use.

C-9

TABLE A-1: LIMITATIONS & RESTRICTIONS ON ALLOWED USES KEY: P = Use is Permitted L = Use is Allowed Under Limited Circumstances (see footnotes) N = Use is Not Allowed Approach Direct Secondary RPZ 1 Surface 8 Impact Area Impact Area Public Airport L 2 L 9 P P Residential N L 10 L 14 P Commercial N L 9 L 15 P Industrial N L 9 P P Institutional N L 9 L 15 P Farm Use P 3 P 3 P 3 P 3 Roads/Parking L 4 P P P Utilities L 5 L 5 L 5 L 5 Parks/Open Space L 6 P P P Golf Courses L 7 L 7 9 L 7 L 7 Athletic Fields N L 9 L 14 P Sanitary Landfills N N N N Water Treatment Plants N N N N Mining N L 11 L 11 L 11 Water Impoundments N N 12 N 16 N 16 Wetland Mitigation N L 13 L 13 L 13

Source: Model Public Use Airport Safety And Compatibility Overlay Zone (Visual and Instrument Approach Airports), ODA Notes: 1 No Structures shall be allowed within the Runway Protection Zone (RPZ). Exceptions shall be made only for structures accessory to airport operations whose location within the RPZ has been approved by the Federal Aviation Administration. 2 In the RPZ, public airport uses are restricted to those uses and facilities that require location in the RPZ. 3 Farming practices that minimize wildlife attractants are encouraged. 4 Roads and parking areas are permitted in the RPZ only upon demonstration that there are not practicable alternatives. Lights, guardrails, and related accessory structures are prohibited. Cost may be considered in determining whether practicable alternatives exist. 5 In the RPZ, utilities, powerlines and pipelines must be underground. In approach surfaces and in airport direct and secondary impact areas, the proposed height of utilities shall be coordinated with the airport sponsor and Department of Aviation (ODA). 6 Public assembly facilities are prohibited in the RPZ. 7 Golf courses may be permitted only upon demonstration, supported by substantial evidence, that management techniques will be utilized to reduce existing wildlife attractants and avoid the recreation of new wildlife attractant. Such techniques shall be required as conditions of the approval. Structures are not permitted within the RPZ. For purposes of this document, tee markers, tee signs, pin cups and pins are not considered to be structures. 8 Within 10,000 feet from the end of the primary surface of a non-precision instrument runway, and within 50,000 feet from the end of the primary surface of a precision instrument runway. 9 Public assembly facilities may be allowed in an approach surface only if the potential danger to public safety is minimal. In determining whether a proposed use is appropriate, consideration shall be given to: proximity to the RPZ; density of people per acre; frequency of use; level of activity at the airport,; and other factors relevant to public safety. In general, high density uses should not be permitted within airport approach surfaces, and on residential structures should be located outside approach surfaces unless no practicable alternatives exist. 10 Residential densities within approach surfaces should not exceed the following densities: (1) within 500 feet of the outer edge of the RPZ, 1 unit per acre; (2) within 500 to 1,500 feet of the outer edge of the RPZ, 2 units per acre; (3) within 1,500 to 3,000 feet of the outer edge of the RPZ, 4 units per acre. 11 Mining operations involving the creation or expansion of water impoundments shall comply with the requirements of this document regarding water impoundments. 12 Water impoundments are prohibited within 5,000 feet from the edge or end of a runway. 13 Wetland Mitigation required for projects located within an approach surface, the airport direct or secondary impact area shall be authorized only upon demonstration, supported by substantial evidence, that it is impracticable to provide mitigation

C-10 outside of these areas. Proposals for wetland mitigation shall be coordinated with the airport sponsor, the Department of Aviation, the FAA and the wetland-permitting agencies prior to the issuance of required permits. Wetland mitigation shall be designed and located to avoid creating a wildlife hazard or increasing hazardous movements of birds across runway and approach surfaces. Conditions shall be imposed as are appropriate and necessary to prevent in perpetuity an increase in hazardous bird movements across runway and approach surfaces. See section 0.90 of Appendix D or E for the best management practices for airports located near significant wetlands or wildlife habitat areas. 14 Within the transitional surface, residential uses and athletic fields are not permitted. 15 Within the transitional surface, overnight accommodations, such as hotels, motels, hospitals and dormitories, are not permitted. 16 See section .08 of Appendix D or E prohibiting or regulating water impoundments within 5,000 or 10,000 feet of the end or edge of a runway.

.080 Water Impoundments within Approach Surfaces and Airport Direct and Secondary Impact Boundaries. Any use or activity that would result in the establishment or expansion of a water impoundment shall comply with the requirements of this section. (ORS 836.623(2); OAR 660-013-0080(1)(f)]

A. No new or expanded water impoundments of one-quarter acre in size or larger are permitted:

a. Within an approach surface and within 5,000 feet from the end of a runway; or

b. On land owned by the airport sponsor that is necessary for airport operations.

OR…

[for airports where it can be demonstrated with substantial evidence that new water impoundments would result in a significant increase in hazardous movements of birds across runways or approach surfaces, taking into consideration mitigation measures or conditions that could reduce safety risks and incompatibility] [ORS 836.623(2)(b), (c); ORS 836.623(4), (5)]

A. No new or expanded water impoundments of one-quarter acre in size or larger are permitted within 5,000 feet from the end or edge of a runway.

B. The establishment of a new water impoundment one-quarter acre in size or larger between 5,000 and 10,000 feet of a runway outside an approach surface and between 5,000 feet and 40,000 feet within an approach corridor for an airport with an instrument approach may be permitted only upon determination that such water impoundment, with reasonable and practicable mitigation measures, is not likely to result in a significant increase in hazardous movements of birds feeding, watering or roosting in areas across runways or approach surfaces. [NOTE: FAA Part 77 discourages water impoundments within 50,000 feet of a runway within an approach surface.] [ORS 836.623(2)(c); OAR 660, Division 13, Exhibit 1, Section 3(b)(C);]

a. Process. An application for approval of a new water impoundment shall be considered utilizing the review process applied to applications for conditional use permits. In addition to the parties required by law to be mailed written notice of the public hearing on the application, written notice of the hearing shall be mailed

C-11 to the airport sponsor, the Seattle Airports District Office of the FAA, the FAA's technical representative, and the Oregon Department of Aviation. a. Prior to filing its application, the applicant shall coordinate with the airport sponsor, the Department of Aviation, and the FAA (Seattle Airports District Office) and FAA's technical representative regarding the proposed water impoundment, its short and long term potential to significantly increase hazardous movements of birds feeding, watering or roosting in areas across runways or approach surfaces, and proposed mitigation.

i. For water impoundments individually or cumulatively exceeding five (5) acres in size on the subject property, the applicant shall prepare a draft bird strike study as provided in subsection .2 of this section. The airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative shall have 45 days to review the study draft. Their comments shall be included and addressed in a final bird strike study.

ii. For water impoundments that do not individually or cumulatively exceed five (5) acres in size on the subject property, the bird strike study requirements in subsection 2 of this section may be reduced or waived upon agreement by the airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative if the applicant can demonstrate, to the satisfaction of the airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative that the proposed water impoundment, with appropriate short and long term mitigation, will not result in a significant increase in hazardous movements of birds feeding, watering or roosting in areas across runways or approach surfaces. As used herein, "appropriate mitigation" means small-scale measures of proven reliability that can be applied in perpetuity and that the applicant has the financial resources to support. b. An application shall not be deemed complete for land use review purposes until the applicant has filed with the Director the final bird strike study addressing comments from the airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative. When no bird strike study is required, the application shall not be deemed complete until the applicant has filed with the Director correspondence or other proof demonstrating agreement among the airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative that no bird strike study is required. c. Bird Strike Study. A bird strike study required under this section shall contain at least the following information:

i. A description of the proposed project, its location in relation to the airport and the bird strike study area, which shall include at least the project site, the airport property, all lands within 10,000 feet from the end or edge of

C-12 the airport runway, and other surrounding habitat areas which form the local bird ecosystem.

ii. A description of bird feeding, watering and roosting habitats in the bird strike study area, including discussion of feeding behavior and food sources and identification of loafing, watering, roosting and nesting area locations.

iii. A description of existing and planned airport operations and air traffic patterns and any available history of bird strike incidents.

iv. Wildlife surveys and documentation of existing bird species, populations, activities and flight patterns in the bird strike study area. The surveys shall address bird species and their composition; bird population estimates and densities per unit area; feeding behavior; food sources; seasonal use patterns; frequency of occurrence; location of loafing, roosting and nesting areas; and analysis of the relation of bird flight movements to airport traffic patterns and navigational safety. The airport sponsor shall provide approach and departure air space information up to five statutory miles from the airport.

v. An evaluation of the anticipated effects of the proposal on the population density, behavior patterns, movements and species composition of birds within the bird strike study area and of the impact of these effects on air navigation and safety considering possible mitigation.

vi. Identification and evaluation of proposed and alternative short and long term mitigation measures that would prevent a significant increase in hazardous movements of birds feeding, watering or roosting in areas across runways and approach surfaces that otherwise might result from the proposed use. The evaluation shall discuss the proven reliability of proposed measures, their effectiveness over both the short and long term, their costs, and the applicant's financial ability to assure their perpetual implementation, i.e. ongoing implementation for as long as a potential bird strike hazard persists.

vii. Such other information as is recommended by the FAA's technical representative or is required to demonstrate compliance with the requirements of subsection .3 of this section. d. Required Findings. The determination whether a proposed new water impoundment, with reasonable and practicable mitigation measures, is likely to significantly increase hazardous movements of birds feeding, watering or roosting in areas across runways or approach surfaces shall be based upon the proposal's potential, both in the short term and in the long term, to significantly increase bird strike hazards to air navigation, and the appropriateness, effectiveness and

C-13 affordability of proposed mitigation measures or other conditions needed to reduce bird strike hazards. In determining compliance with this standard, the findings shall address each of the following factors:

i. The demonstrated overall effectiveness and reliability of proposed measures and conditions, in both the short and long term and under similar circumstances and conditions, to avoid a significant increase in bird strike hazards to air navigation. Experimental measures or measures not based on accepted technology and industry practices shall be considered ineffective, inappropriate and of unproven reliability.

ii. The economic, social and environmental impacts of proposed measures to the neighboring community and the affected natural environment.

iii. The applicant's ability to pay for necessary short and long-term mitigation measures, including fallback measures that may be required if initially proposed mitigation measures prove ineffective, and to assure the perpetual implementation of those measures for as long as a potential bird strike hazard persists. An applicant's failure to demonstrate its financial ability to assure the perpetual implementation of necessary and appropriate measures shall render those measures unreasonable and impracticable for purposes of the application.

iv. The applicant's ability to accurately monitor the effectiveness of mitigation over time.

v. The potential impacts to navigational safety and air travel if the applicant cannot perform necessary mitigation measures or maintain those measures in perpetuity, or if those measures prove to be ineffective at avoiding a significant increase in bird strike hazards to air navigation.

vi. The applicant's reclamation plan. e. Mitigation Measures and Approval Conditions. A decision approving an application shall require, as conditions of approval, all measures and conditions deemed appropriate and necessary to prevent in perpetuity a significant increase in hazardous movements of birds feeding, watering or roosting in areas across runways and approach surfaces.

i. Only customary measures based on accepted technology and industry practice may be considered and imposed as approval conditions.

ii. Serious consideration shall be given to all measures and conditions recommended by the Department of Aviation and the FAA and FAA's technical representative. Generally, such measures and conditions shall be attached to a decision approving an application unless findings are

C-14 adopted, supported by substantial evidence, demonstrating why such measures and conditions are not necessary to reduce bird hazard impacts resulting from the water impoundment to an insignificant level.

iii. A decision to approve shall require from the applicant a performance bond or other form of secure financial support. Such bond or security shall be in an amount sufficient to assure perpetual implementation of appropriate and necessary mitigation measures for as long as a potential bird strike hazard persists.

iv. A decision to approve shall require appropriate monitoring of the effectiveness of mitigation over time. Upon request, monitoring data and reports shall be made available to the airport sponsor, the Department of Aviation, and the FAA and FAA's technical representative. The decision shall allow for modifications to approval conditions should existing mitigation measures prove ineffective at preventing a significant increase in hazardous movements of birds feeding, watering or roosting in areas across runways and approach surfaces. Modifications to approval conditions shall be considered utilizing the review process applied to applications for conditional use permits.

f. Exemptions. The requirements of this section shall not apply to:

i. Storm water management basins established by an airport identified under ORS 836.610(1).

ii. Seaplane landing areas within airports identified under ORS 836.610(1).

.090 Wetland Mitigation, Creation, Enhancement and Restoration within Approach Surfaces and Airport Direct and Secondary Impact Boundaries.

A. Notwithstanding the requirements of Section .080, wetland mitigation, creation, enhancement or restoration projects located within areas regulated under Section .080 shall be allowed upon demonstration of compliance with this requirements of this Section.

B. Wetland mitigation, creation, enhancement or restoration projects existing or approved on the effective date of this ordinance and located within areas regulated under Section .080 are recognized as lawfully existing uses.

C. To help avoid increasing safety hazards to air navigation near public use airports, the establishment of wetland mitigation banks in the vicinity of such airports but outside approach surfaces and areas regulated under Section .080 is encouraged.

D. Applications to expand wetland mitigation projects in existence as of the effective date of this ordinance, and new wetland mitigation projects, that are proposed within areas

C-15 regulated under Section .080 shall be considered utilizing the review process applied to applications for conditional use permits and shall be permitted upon demonstration that:

a. It is not practicable to provide off-site mitigation; or

b. The affected wetlands provide unique ecological functions,such as critical habitat for threatened or endangered species or ground water discharge, and the area proposed for mitigation is located outside an approach surface.

E. Wetland mitigation permitted under subsection D. of this Section shall be designed and located to avoid creating a wildlife hazard or increasing hazardous movements of birds across runways or approach surfaces.

F. Applications to create, enhance or restore wetlands that are proposed to be located within approach surfaces or within areas regulated under Section .080, and that would result in the creation of a new water impoundment or the expansion of an existing water impoundment, shall be considered utilizing the review process applied to applications for conditional use permits and shall be permitted upon demonstration that: .

a. The affected wetlands provide unique ecological functions, such as critical habitat for threatened or endangered species or ground water discharge; and

b. The wetland creation, enhancement or restoration is designed and will be maintained in perpetuity in a manner that will not increase hazardous movements of birds feeding, watering or roosting in areas across runways or approach surfaces.

G. Proposals for new or expanded wetland mitigation, creation, enhancement or restoration projects regulated under this Section shall be coordinated with the airport sponsor, the Department of Aviation, the FAA and FAA's technical representative, the Oregon Department of Fish & Wildlife (ODFW), the Oregon Division of State Lands (DSL), the US Fish & Wildlife Service (USFWS), and the US Army Corps of Engineers (Corps) as part of the permit application.

H. A decision approving an application under this Section shall require, as conditions of approval, measures and conditions deemed appropriate and necessary to prevent in perpetuity an increase in hazardous bird movements across runways and approach surfaces.

.100 Nonconforming Uses.

A. These regulations shall not be construed to require the removal, lowering or alteration of any structure not conforming to these regulations. These regulations shall not require any change in the construction, alteration or intended use of any structure, the construction or alteration of which was begun prior to the effective date of this overlay zone.

C-16 B. Notwithstanding subsection A. of this section, the owner of any existing structure that has an adverse effect on air navigational safety as determined by the Department of Aviation shall install or allow the installation of obstruction markers as deemed necessary by the Department of Aviation, so that the structures become more visible to pilots.

C. No land use or limited land use approval or other permit shall be granted that would allow a nonconforming use or structure to become a greater hazard to air navigation than it was on the effective date of the overlay zone.

.110 Avigation Easement. Within this overlay zone, the owners of properties that are the subjects of applications for land use or limited land use decisions, for building permits for new residential, commercial, industrial, institutional or recreational buildings or structures intended for inhabitation or occupancy by humans or animals, or for expansions of such buildings or structures by the lesser of 50% or 1000 square feet, shall, as a condition of obtaining such approval or permits, dedicate an avigation easement to the airport sponsor. The avigation easement shall be in a form acceptable to the airport sponsor and shall be signed and recorded in the deed records of the County. The avigation easement shall allow unobstructed passage for aircraft and ensure safety and use of the airport for the public. Property owners or their representatives are responsible for providing the recorded instrument prior to issuance of building permits.

C-17 Airport Consultants

KANSAS CITY PHOENIX (816) 524-3500 (602) 993-6999

237 N.W. Blue Parkway 4835 E. Cactus Road Suite 100 Suite 235 Lee's Summit, MO 64063 Scottsdale, AZ 85254