CHAPTER 2 INVENTORY Airport Master Plan 2. Inventory

2.1. INTRODUCTION The inventory chapter provides an overview of the Tweed-New Haven Airport (HVN or ‘the Airport’), including its location, history, airside facilities, landside facilities, support facilities, air traffic control, and land use and zoning. This information was obtained through on-site investigations of the Airport, interviews with Airport personnel, and review of published information as of the Fall of 2019. Information was also obtained from available planning documents and studies concerning the Airport and surrounding areas. The information presented in this chapter serves as the basis for the development of aviation forecasts as well as the baseline data to be used in Chapter 6, Facility Requirements. The chapter is organized into the following sections:

• Airport Location • History • Airside Facilities • Landside Facilities • Support Facilities • Air Traffic Control • Land Use and Zoning The Airport is owned by the City of New Haven and operated by Aviation Facilities Company (AFCO) Avports under contract with the Tweed-New Haven Regional Airport Authority. Avports provides maintenance, operations, and administration services. The Airport is located both on the City of New Haven and the Town of East Haven property. 2.2. AIRPORT LOCATION Tweed-New Haven Airport is located approximately three miles southeast of the Central Business District of New Haven, New Haven County, Connecticut. At the intersection of Route 337 and Fort Hale Road, drivers head east to arrive at the main entrance of the Airport. Local traffic may also use Burr Street, which abuts the Airport’s terminal building and parking areas. The Airport property is located within the municipal boundaries of two communities, the City of New Haven, and the Town of East Haven. The western half of the Airport including the Terminal Building area and the majority of primary Runway 2-20 are located in New Haven. Eastern portions of the Airport including the fixed based operator (FBO), general aviation (GA) ramp areas, and the majority of closed Runway 14-32 are in East Haven. Figure 2-1 displays the Airport setting within the region.

The airport reference point (latitude and longitude of the approximate geometric center of all usable runways at the Airport) is located at 41° 15’ 49.498” North latitude and 72° 53’ 12.482” West longitude. The Airport is situated near New Haven Harbor and Morris Cove where the mouth of the Quinnipiac River flows into New Haven Harbor and sits at an Airport elevation of 12.6 feet

Inventory 2-1 Airport Master Plan

Figure 2-1: HVN Location Map

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Service Layer Credits: Esri, Garmin, GEBCO, NOAA NGDC, and other contributors State Boundary, County Boundaries, HVN Airport, and Major Roads data provided by ESRI 1 in = 60 miles DocumentK:\Tweed Path: NewHaven\T-18534.00 HVN MP Inventory 2-2 Airport Master Plan mean sea level (MSL). HVN occupies approximately 437 acres in a densely populated residential area. Located in the South-Central region of Connecticut, which encompasses much of the New Haven Metropolitan Statistical Area (MSA), the climate is described as a “humid continental climate,” which is characterized by cool to cold winters and long, hot summers, with considerable precipitation year-round. Local climatological data summaries from 2010-2019 provided by the National Oceanic and Atmospheric Administration (NOAA) indicate that July is the hottest month of the year with an average maximum temperature of 83.0°F and January is the coldest month of the year with an average minimum temperature of 22.7°F. 1

2.3. HISTORY The emergence of an airport in New Haven began in 1922 when mayor David E. Fitzgerald initiated the purchase of 220 acres of land situated on the New Haven-East Haven municipal boundary in a rural area of the community. In 1929, a ground-breaking ceremony occurred and on September 29, 1931, New Haven Municipal Airport celebrated its opening day. There has been intermittent scheduled commercial air service at HVN as early as 1934 when passenger and mail flights were operated by American Airlines. The Airport highlighted its important role in emergency preparedness and response as early as 1955, when severe flooding struck Southern Connecticut, with water levels reaching as high as 35 feet in some rivers in the region. HVN served as a critical distribution point for medical and other emergency supplies that were flown to impacted areas. By the 1970s, Pilgrim Airlines (later acquired by American Airlines) operated fights between New Haven and New York’s John F. Kennedy International Airport, LaGuardia International Airport, and Washington-National Airport. The Airport’s physical infrastructure improved over the following decades to accommodate the growing number of commercial flights. An Airport Traffic Control Tower (ATCT) opened in 1982 and an Instrument Landing System (ILS) that allowed for more precise and safe landings on Runway 2 was installed the same year. In 1985, Air Wisconsin inaugurated jet service to Chicago. From May 1991 to April 1996, United Airlines operated 3 and 4 daily 737 jets to Chicago-O'Hare. Annual HVN enplanements between 1992 and 1995 ranged from 119,000 to 132,600. At various times between 1991 and 1996, US Airways Express provided service to Philadelphia, Baltimore, Pittsburgh, and Washington-National utilizing 19- and 37-seat turboprops. United Express flew to Washington-Dulles with 19- and 31-seat turboprops. Continental Express also provided Newark service using 30- and 42-seat turboprops. A new terminal building, converted from a hangar, was opened in 1995 adjacent to the former terminal building to facilitate growing passenger demand. The former terminal building would become administration offices for the Airport and the ATCT would remain in-use by the Federal Aviation Administration. In 2001, air travel demand decreased significantly following the terrorist attacks of September 11, 2001. Service eventually returned to the Airport in 2004 by Comair for Delta Airlines operating a route to Cincinnati; however, the airline industry was subjected to

1 NOAA National Weather Service Forecast Office, https://w2.weather.gov/climate/xmacis.php?wfo=okx, accessed Jan. 23, 2020.

Inventory 2-3 Airport Master Plan

multiple bankruptcies and mergers in the early 2000’s, and Delta ended flights to the Airport in 2006. American Airlines merged with U.S. Airways in 2013 and continued daily service at HVN to Philadelphia under the American Eagle brand. Additional American Eagle service was added in 2018, with once weekly service to Charlotte Douglas International Airport.

2.4. AIRSIDE FACILITIES Airside facilities enable the arrival and departure of aircraft, including the following: • Runways • Taxiways/Taxilanes • Aprons • Instrumentation • Visual Approach Aids

2.4.1. Runways

HVN has two runways which consist of a primary, Runway 2-20, and a crosswind, Runway 14-32. Runway 14-32 is currently closed until further notice due to pavement conditions and obstructions. Pertinent information regarding HVN’s runways can be found in Table 2-1 and was compiled from the Airport’s master record effective through January 30, 2020. Analysis of wind data generated at the Airport indicates the Airport operates in IMC (instrument meteorological conditions) approximately 20 percent of the time, VMC (visual meteorological conditions) approximately 80 percent of the time and is closed due to weather or unplanned emergencies less than one percent of the time as reported by the ATCT. Additionally, winds are reported as calm or less than three knots 19 percent of the time. The locations of the runways and taxiways are depicted in the HVN published airport diagram, Figure 2-2. The location of additional airside facilities are identified in Figure 2-3.

Runway 2-20

Runway 2-20 is the Airport’s primary runway and measures 5,600 feet long by 150 feet wide. Runway 2-20 was last milled and repaved in 2010.2 It is aligned in a north-south direction which is consistent with the prevailing wind conditions. The runway is grooved and in excellent condition3. The runway is equipped with high intensity runway edge lighting (HIRL) and Runway 2 is equipped with a medium intensity approach lighting system with sequenced flashing lights (MALSF). Visual aids include a four-box precision approach path indicator (PAPI) on Runway 2 with a standard 3- degree approach angle and a four-box visual approach slope indicator (VASI) on Runway 20 with a 4-degree approach angle. Runway 2 has precision instrument markings in good condition and Runway 20 has non-precision markings in good condition.

2 Tweed-New Haven Regional Airport Pavement Condition Inspection of Runway 14-32, April 21, 2015. 3 Current Airport Master Record, 5010-1, Effective January 2, 2020. Inventory 2-4 Airport Master Plan

Table 2-1: Runway Data Runway Runway 2 / Runway 20 Runway 14 / Runway 32 Surface Grooved Asphalt Asphalt Dimensions 5,600’ by 150’ 3,626’ by 100’ Pavement Condition Excellent Failed Displaced Threshold None / 352’ 361’ / 300’ Precision Instrument / Non- Markings Basic Precision Instrument Lighting HIRL MIRL End Elevation (MSL) 6.5’/12.6’ 4.9’/4.4’ 4,000’ / 1 mile (A&B), 1 ½ mile Approach Minimums Visual (C&D) Visual Approach Aids MALSF, PAPI / VASI N/A / PAPI Instrument Approach Aids ILS, GPS / GPS N/A Precision Instrument / Non- CFR Part 77 Category Visual Precision Instrument Declared Distances Takeoff Run Available (TORA) 5,600’ 3,630’ Takeoff Distance Available 5,600’ 3,630’ (TODA) Accelerate-Stop Distance 5,600’ 3,392’ / 3,630’ Available (ASDA) Landing Distance Available (LDA) 5,600’ / 5,248’ 3,028’ / 3,329’ Pavement Strength (lbs.) Single Wheel 110,000 30,000 Dual Wheel 160,000 60,000 Tandem N/A N/A N/A – not applicable Source: Current Airport Master Record, 5010-1, effective Jan. 2, 2020; FAA Aeronautical Information Services effective Jan. 2, 2020; McFarland Johnson analysis; 2003 Airport Master Plan Update.

Between 2008 and 2009, Runway Safety Areas (RSAs) were expanded on both ends of Runway 2- 20. The RSA is a defined area surrounding a runway end that helps reduce the risk of damage to airplanes and people in the event of an undershoot, overshoot, or excursion from the runway. On Runway 2 a fully dimensional RSA was constructed, measuring 500 feet wide by 1,000 feet beyond the end of the runway. On Runway 20, the relocation of adjacent Dodge Avenue resulted in the construction of a safety area measuring 500 feet wide by 950 feet beyond the end of the runway. This study will explore the feasibility of gaining full dimensional standards for the Runway 20 RSA.

Runway 14-32

The Airport’s closed crosswind Runway 14-32 measures 3,626 feet long by 100 feet wide. Runway

Inventory 2-5 Airport Master Plan

: Airport Diagram

Source: FAA Airport Data and Information Portal, Airport Diagram.

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Figure2-3 : Overview of Airside Facilities

WEST RAMP

DEICING TWY D ASOS SUPPLEMENTAL AREA WIND SOCK TWY C

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14-32 was overlaid in 1974. The 400-foot displaced threshold was reconstructed in 2002 and the intersection of Runways 2-20 and 14-32 was rehabilitated in 2010.4 It is aligned in a northwest- southeast direction and is not grooved. The runway is in poor condition and is closed. The runway is equipped with medium intensity runway edge lighting (MIRLS), and neither runway end has an approach light system. Visual aids include a four-box PAPI on Runway 32. Runway 14-32 is a visual runway with basic markings in good condition. The future use of this runway will be reviewed in the Facility Requirements chapter.

2.4.2. Taxiways/Taxilanes

HVN has nine taxiways designated A through J (the letter “I” is not used to designate taxiways to avoid confusion with the number “1”) and three unnamed taxilanes. All of the taxiways are of asphalt construction and are equipped with blue, omnidirectional medium intensity taxiway lights (MITL). Taxiway A is a 50-foot-wide partial parallel taxiway to Runway 2-20. It provides access to the Runway 20 threshold and the East Ramp via intersection with Taxiway F and G. It terminates at the intersection of Taxiways C and G. Taxiway B is a 50-foot-wide partial parallel taxiway to Runway 2-20 and crossover taxiway. It provides access to the Runway 2 threshold and connects to Taxiway C. It crosses over closed Runway 14-32 near the midpoint of the runway.

Taxiway C is a 50-foot-wide taxiway and is a full parallel taxiway to closed Runway 14-32. It connects the terminal area/West Ramp to the closed Runway 32 threshold. This taxiway is closed east of the intersection with Taxiway B, where it is marked off with blue reflective markers. Taxiway D is a 50-foot-wide taxiway that directly abuts the Terminal Area / West Ramp. It connects these areas to the Runway 20 threshold and the closed Runway 14 threshold, also intersecting Taxiway C and F. It is delineated from the ramp area by a movement / non-movement line marking. Taxiway E is an 80-foot wide stub taxiway that connect Taxiway B with Runway 2-20 just south of the midpoint of the runway. Taxiway F is approximately 90 feet wide and connects the Terminal Area / West Ramp to the East Ramp. It crosses Runway 2-20 approximately 285 feet south of the Runway 20 displaced landing threshold and intersects Taxiway A. Taxiway G is a 50-foot-wide taxiway that connects the East Ramp to Taxiways A and C. It forms a three-node intersection with Taxiways A and C. Taxiway H is a 50-foot wide stub taxiway approximately 590-feet northwest of the closed Runway 32 threshold and is currently closed due to the Runway 14-32 closure. Taxiway J is an 80-foot wide stub taxiway approximately 840-feet north of the Runway 2 threshold.

4 Tweed-New Haven Regional Airport Pavement Condition Inspection of Runway 14-32, April 21, 2015.

Inventory 2-9 Airport Master Plan

It provides access from Runway 2-20 to Taxiway B. The Airport’s taxilanes are located on the East Ramp. Two of the taxilanes surround the itinerant parking area on the East ramp and connect the tie down parking positions to Taxiways F and G. A standalone 25-foot wide taxiway connects the East Ramp to the through-the-fence GA parking area.

2.4.3. Aprons

There are two paved aprons at the Airport consisting of a terminal area apron referred to on the airport diagram as the West Ramp and a GA apron referred to on the airport diagram as the East Ramp. The terminal apron is the portion of pavement between the face of the terminal building and the movement area to serve regularly scheduled commercial service aircraft, administration building, and parking lot facilities on the west side of the Airport. The apron’s area is approximately 25,000 square yards (SY). Markings include lead-in lines for two aircraft parking gates. One gate is a contact gate that connects the aircraft parking position directly to the Terminal Building via a passenger boarding bridge and the other is a hardstand ground loaded gate. The GA apron/East Ramp area consists of an approximately 42,311 SY ramp and provides itinerant aircraft parking spaces and parking areas for abutting the FBO, Robinson Aviation, and other tenants abutting the ramp. Approximately 12,500 SY of the East Ramp is reserved and marked for iterant aircraft parking with 43 marked tie-down spaces. A compass calibration pad is located directly north of the itinerant parking area near entrance to the general aviation area taxilane and Taxiway F. The Airport’s fuel farm is located adjacent to the GA apron/East Ramp. Taxiway access to this apron is provided by Taxiways F and G.

2.4.4. Instrumentation

Navigational aids (NAVAIDs) are any electronic or visual devices, airborne or on the ground, which provide point-to-point guidance information or position data to aircraft in flight. All local traffic is controlled by the ATCT, which is operational between 6:00 AM and 10:00 PM daily. Clearances may be obtained after hours by contacting New York Approach on frequency 121.70. HVN has several electronic and visual navigational aids that pilots use to locate, navigate to, and land at the Airport, which are discussed below. Instrument approach procedures utilize the aircraft’s onboard equipment, coupled with either terrestrial or space-based components to enable pilots to land in less than ideal meteorological conditions at time when visibility is compromised.

Instrument Landing System (ILS)

An ILS utilizes a glideslope antenna and a localizer antenna (LOC) to provide both horizontal and vertical guidance to a specific point where pilot must decide whether or not to continue the approach visually down the runway. The localizer provides horizontal guidance, while the glideslope provides vertical guidance. Some ILS systems contain marker beacons, which are radio beacons positioned along the approach path and transmit a fan shaped signal the aircraft flies through, giving the pilot critical distance information throughout the approach.

Approach light systems are used in conjunction with an ILS to assist pilots in the transition from instrument to visual conditions. Runway 2 is equipped with a MALSF. The medium intensity

Inventory 2-10 Airport Master Plan approach lighting system (MALS) portion is a series of steady burning light bars, spaced 200 feet apart, that begin at the runway threshold and extend outward along the extended runway centerline for 1,400 feet. The sequenced flashers portion of the MALSF consists of strobe lights mounted in front of the runway on the extended runway centerline. The lights flash in sequence at a speed of two consecutive sequences per second, beginning with the light most distant from the runway and ending at the decision bar, which is located 1,000 feet from the threshold of Runway 2. Sequenced flashing lights do not extend past the decision bar to avoid distracting the pilot during the critical phase of transitioning from instrument to visual flight. The entire MALSF system extends for a total of 1,400 feet from the beginning of the approach light system to the runway threshold. There is no emergency backup power availability.

RNAV (GPS) Approaches

Global positioning system (GPS) approaches use satellites to geospatially pinpoint the aircraft position relative to an airport. GPS approaches are typically classified as area navigation (RNAV) and can also include a localizer performance with vertical guidance (LPV) as is the case with the GPS approach for Runway 2. The GPS approach for Runway 20 is an area navigation approach that includes localizer performance (LP) but lacks vertical guidance.

Instrument Approach Procedures

There are three published instrument approach procedures at HVN, one of which utilizes the ground-based components of the ILS; and the remainder of which utilize the space-based satellites of the GPS. A summary of instrument approach minima at HVN is shown in Table 2-2.

2.4.5. Visual Approach Aids

Visual approach aids provide visual cues to aid pilots during the landing phase of flight. Various systems described below are used by pilots and controllers in the safe operation of aircraft, and to enhance or increase utilization of the Airport.

Table 2-2: Approach Procedures Runway End Type of Approach Approach Minima (Ceiling-Visibility) Runway 2 ILS or LOC 293’ MSL – 4,000’ Visibility RNAV (GPS) – LP 540’ MSL – 1-mile (A&B), 1 ½ mile (C&D) Runway 20 RNAV (GPS) – LNAV 580’ MSL – 1 mile (A&B), 1 5/8 (C&D) RNAV (GPS) – LPV 293’ MSL – 4,000’ Visibility Runway 2 RNAV (GPS) – LNAV/VNAV 309’ MSL – 4,000’ Visibility RNAV (GPS) - LNAV 400’ MSL – 4,000’ (A&B), 4,500’ (C&D) Source: FAA Instrument Approach Procedures, HVN effective date, January 2, 2020 to January 30, 2020.

Visual Glide Slope Indicators (VGSI)

Runway 2-20 is equipped with a MALSF approach lighting system, a one bar, four-light PAPI on Runway 2, and a two bar (two lights each) VASI on Runway 20. PAPI and VASI systems are visual

Inventory 2-11 Airport Master Plan

aids that provide guidance information to assist a pilot in acquiring and maintaining the correct approach to a runway. The PAPI is a light array that typically consists of four equally spaced boxes that contain light units which are color coded to provide visual indication of an aircraft’s position relative to the designated glideslope for the runway. The light units normally contain a light source, a red filter, and lenses that emit a high-intensity beam. The lower segment of the beam is red, and the upper portion is white. The PAPI functions by signaling different variations of red and white light dependent on the position of an aircraft relative to the specified angle of approach, assuming the pilot has reached a typical glidepath of 3 degrees. A VASI system uses a similar methodology to convey glideslope information to pilots, but is structured in a different assembly, usually consisting of two boxes of lights spaced apart that can consist of 2-12 light units that contain a light source, red filter, and lenses to emit high intensity beams. Rather than consolidated in one horizontal bar like the PAPI system, a VASI provides indication of an aircraft’s position relative to the glideslope by limiting the field of vision from the first and second bars to indicate correct position of descent, usually viewed vertically with one bar emitting light over the other. The different signals of a PAPI and VASI are shown in Figure 2-4. On closed Runway 14-32, there is a four-light PAPI serving Runway 32 that is not in use. The VASI is maintained by the FAA and the PAPI is maintained by the Airport.

Automated Surface Observing Station (ASOS)

Weather reporting equipment at HVN consists of an automated surface observing system (ASOS) accessible near the intersection of Taxiways B and E. An ASOS provides continuous minute-by- minute observations and performs basic observing functions necessary to generate an aviation routine weather report (METAR) and other aviation weather information. An ASOS has the capability to report altimeter setting, wind, temperature/dew point, density altitude, visibility, clouds/ceiling, precipitation, and remarks. It can be accessed by pilots via telephone at (203) 466- 6205 and via ATIS frequency 133.65.

Wind Cone / Segmented Circle

The Airport maintains a lighted wind cone indicator centrally located within a segmented circle assembly. The installation is located near the intersection of Taxiways A, C, and G, just southwest of the East Ramp, near the ATCT. The Airport’s segmented circle surrounds the primary wind cone assembly and functions as a visual indicator that provides an aid for pilots to locate the Airport and a centralized location for the windsock to be easily identified. During the hours the ATCT is staffed, traffic pattern and approach instructions will be conveyed to pilots by controllers. A supplemental windsock is located just north of the ASOS.

Airfield Lighting

Airfield lighting for runways, taxiways, lighted directional signs, and other signage is powered from an electrical vault located between the ATCT and aircraft rescue and firefighting (ARFF) building. These buildings are located just south of the East Ramp extending near the intersection of Taxiway B and C. The Airport has high and medium intensity runway edge lights (HIRL and MIRL, respectively) for Runways 2-20 and 14-32, respectively. Taxiways are lit by medium intensity taxiway edge lights (MITL). Runway 2-20 edge lights, signs, and hold position sign as well as Taxiway

Inventory 2-12 Airport Master Plan

: Visual Glide Slope Indicator Signals in Aiding Pilot Approach

Source: McFarland Johnson, 2019.

B lights are cable in conduit. All other cables are direct burial. Runway and taxiway edge lights have an emergency back-up generator. The airfield lighting vault includes an emergency back-up generator for its equipment including the pilot control system.

Airport Rotating Beacon

The Airport maintains a rotating beacon located atop the ATCT to assist pilots to locate HVN at night and during periods of low visibility. The rotating beacon uses a light distribution to ensure visibility between 1 and 10 degrees above the horizon, however the beacon can be seen well above and below this peak spread. When the ATCT is operational, the rotating beacon operates during daylight to indicate that the ground visibility is less than three miles and/or the ceiling is less than 1,000 feet5.

2.5. LANDSIDE FACILITIES Landside facilities include the non-secure access, circulation, and parking functions in and around

5 FAA Aeronautical Information Manual, Ch. 2, §1. Airport Lighting Aids

Inventory 2-13 Airport Master Plan

the Airport. These facilities include the terminal building, non-secure buildings, hangars, parking lots, and other Airport and tenant facilities. Figure 2-5 shows the location of these facilities.

2.5.1. Airport Buildings

T-Hangars

T-hangars are generally used for the storage of GA aircraft (typically based aircraft). No T-hangars for GA aircraft currently exist on Airport property. There are two structures of T-hangars located off airport property with an access point for taxiing aircraft onto the airfield which is authorized by a through-the-fence agreement with the Airport. These agreements permit owners of property with aircraft storage facilities near an airport to access the airport from their property, subject to certain conditions and restrictions. Of the two hangar structures, the larger hangar structure was constructed in 2000 and contains sixteen (16) nested T-hangars where access is provided on both sides of the building. Directly behind these hangars is a smaller, four-unit hangar structure that was constructed in 2001. Airfield access for both hangars is provided by a taxilane that connects to Taxiway F. Both t-hangar structures are connected to the East Ramp by a 25-foot taxilane.

Conventional Hangars

Conventional hangars are larger than T-hangars and can accommodate larger aircraft and service areas for uses such as maintenance, repair, and storage. There are three conventional hangars at the Airport, all located on the East Ramp area adjacent to the GA parking area. For identification purposes, the hangars are identified from north to south as Hangars 3, 2, and 1, respectively. Additional information on the size and function of the hangars is provided in Table 2-3.

Table 2-3: Conventional Hangars Hangar Hangar Size Tenant Primary Use Additional Use Number Cape Air d.b.a. 14,500 Hangar 3 Shoreline Office Space Square Feet Aircraft Storage (North) Aviation (2,700 SF) (SF) Services, LLC. Hangar 2 Robinson Office Space 13,500 SF Aircraft Maintenance (Central) Aviation (6,000 SF) Hangar 1 Robinson Office Space 14,000 SF Aircraft Storage (South) Aviation (2,800 SF) Source: McFarland Johnson site visits conducted in October and December 2019. The northernmost structure, Hangar 3 was constructed on the East Ramp in 1987. The hangar measures approximately 14,500 SF with approximately 2,700 SF of attached office space. The hangar is owned by the Airport and is leased to Cape Air d.b.a. Shoreline Aviation Services, LLC. Cape Air operates seasonal scheduled commercial seaplane flights to the New York Skyports Seaplane Base, a seaplane base in the East River of New York City, NY that links New Haven directly to the shoreline of Manhattan.

Inventory 2-14 Airport Master Plan

Figure2-5 : Overview of Landside and Support Facilities

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Hangar 2 was constructed on the East Ramp in 1989. The hangar is owned by the Airport and measures approximately 13,500 SF and houses Robinson Aviation, the Airport’s FBO. The hangar and associated office space are used exclusively for aircraft maintenance and repair. The office building for Robinson Aviation maintenance is attached to the hangar and is approximately 6,000 SF Hangar 1 was constructed on the East Ramp in 2001. The hangar measures approximately 14,000 SF with approximately 2,800 SF of office space. The hangar is owned by the Airport and leased to Robinson Aviation as additional hangar and office space.

Rental Car Service Facility

Rental car services are provided in the main terminal building, with lease areas currently occupied by Avis, Budget, National, and Enterprise car rental agencies. A dedicated rental car return lot is provided for the agencies located approximately 300 feet southwest of the Terminal Building and adjacent to the Administration Building.

Each agency currently leases the following number of parking spaces as of January 2020: • Avis: 36 Ready Lot, 35 Storage Lot Spaces • National/Enterprise: 23 Ready Lot, 10 Storage Lot Spaces A small rental vehicle turnaround area is provided at the south end of the lot near the administration building and provides a vacuum, trash receptacles, and cleaning supplies storage areas for agencies to refresh rental vehicles for return into service. There are no dedicated fuel facilities for rental vehicles provided in the rental car service area or on Airport property. Rental vehicles are refueled off site by the customer or agency staff. Pedestrian access is provided by sidewalks and crosswalks from the parking lot to the administration building, which further connects the terminal building.

2.5.2. Passenger Terminal Facilities

The terminal building serves as the point of transition for travelers between surface and air transportation utilizing commercial airlines. HVN has a two-story terminal building that was originally constructed in 1930 as the Airport’s first conventional hangar. It was extensively renovated in 1995 and again in 2005 to reflect its current, multi-level floor plan and function as a passenger terminal. The first floor encompasses approximately 12,000 SF and provides secure and non-secure areas for passengers. Secure areas, also referred to as sterile areas, are areas that authorized Airport personnel and passengers having been processed through the security screening checkpoint of the Transportation Security Administration (TSA) may enter. Non-secure areas on the first floor of the Terminal Building include the main entrance vestibule and greeter/sender lobby, airline ticketing counters, baggage claim facilities, rental car agency counters, a parking concession desk, and the arrivals hall. Secure areas include the TSA security checkpoint and departure hold rooms for Gates 1 and 2, in addition to offices and support areas for the airlines, airport, and TSA staff. Both secure and non-secure areas provide vending concessions and restrooms to passengers and visitors. The breakdown of these areas is depicted on Figure 2-6.

Inventory 2-17 Airport Master Plan

The second floor is approximately 2,800 SF and is comprised entirely of sterile space containing hold rooms, concession, the passenger boarding bridge for Gate 3, and Gate 4 with a staircase to the ramp. The second floor, including the passenger boarding bridge, was renovated between 2018 and 2019 to improve passenger experience and increase the lifespan of the bridge. The passenger boarding bridge has no pre-conditioned air or ground power unit due to the power load of the terminal. The floorplan depicting the program of the second floor is shown in Figure 2-7. The Airport’s original terminal building and ATCT opened in 1931 and sits just southwest of the current terminal building. The original terminal building and ATCT was renovated in 1995 and now houses the Airport’s administration offices.

Passenger Flow

Enplaning passengers are screened at a centralized security checkpoint and then proceed to the hold room of their respective gate. Hold rooms for Gates 1 and 2 are located on the ground level directly proceeding security and the hold room for Gates 3 and 4 are located on the second floor.

Currently all Gates 1-3 are in use by American Airlines and Gate 4 is not used. Only Gate 3 utilizes a passenger boarding bridge from the second floor. The remaining gates board at hard stand locations via boarding stairs. Deplaning passengers exit back into the same Terminal areas and proceed to a centralized baggage claim area, where they can retrieve their luggage on a stationary claim device.

On the northwest side of the terminal building, a 90-foot uncovered pick up/drop off lane parallels the entrance of the terminal building. Public parking across the roadway to the northwest is accessible to and from the terminal building by at-grade pedestrian crossings.

Vehicle Parking Facilities

Parking facilities at the Airport are depicted in Figure 2-8. There are 674 parking spots available for employees, passengers, and exclusive use by rental car agencies. The breakdown is as follows: • Short Term Parking Lot: 94 Spaces • Long-Term Parking Lot: 202 Spaces • Overflow Parking Lot: 289 Spaces • Rental Car Lot: 81 Spaces • Administration Lot: 8 Spaces Automatic parking revenue collecting equipment is in place for both the short term and long-term parking lots. Employees that are not provided parking spaces in the administration lot park in the long-term parking lot. Both lots are serviced by self-service payment machines.

Ground Access and Circulation

Ground access to HVN is provided by a ground transportation network that includes local residential collector roads, local highways, and regional interstates. Roadways that access the Airport serve as the landside interface between the regional roadway network and the local terminal roadways and curbside areas. From the regional to local scale, the synchrony of this

Inventory 2-18 Airport Master Plan

Figure2-6 : Terminal Building First Floor

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Inventory 2-20 Airport Master Plan

Figure2-7 : Terminal Building Second Floor

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Inventory 2-22 Airport Master Plan ground transportation network is essential to ensure the Airport has adequate access for passengers in the region. At the largest scale, the regional roadway that provides the greatest access to the Airport is Interstate 95 that connects the central business district of New Haven and traffic from greater Connecticut to the Airport. At this point, most travelers will take the marked interstate exit and transition to local Highway 337, also marked as Townsend Avenue. Branded Airport signage located at strategic locations direct drivers through the residential neighborhood towards the Airport. By following these Airport location signs, most travelers will transition onto Fort Hale Road, a residential collector road that bridges the last segment of travel for drivers before terminating at the intersection of Fort Hale Road and Burr Street. Burr Street maintains right of way with cross traffic at Fort Hale Road stopping at the intersection of Burr Street and the terminal roadway network. By continuing straight, travelers will identify the Airport from a prominent landmark sign and additional information signage directing passengers to various airside facilities like the Terminal Building and vehicle parking lots. Passengers are now directed to their desired destination by airport informational signage on the terminal roadway and curbside network. Circulation on the Terminal roadway network follows a counterclockwise pattern those attempting to reach the curbside area of the terminal building and who do not enter a vehicle parking lot. Upon reaching the curbside, there is approximately 100 feet of curbside roadway abutting the terminal building. The curbside roadway consists of three lanes, one for queuing vehicles at the terminal building, and two additional lanes for through traffic continuing the counterclockwise circulation of the terminal roadway. The terminal roadway eventually terminates at its origin, the intersection of Burr Street and Fort Hale Road, offering drivers the option to reenter the counterclockwise circulation pattern back towards the terminal building, or reentering the local roadway network.

Public Transportation, Taxi Stands, and Transportation Network Companies (TNC)

Public transportation in the greater New Haven Area is provided by CTtransit (a service of the Connecticut Department of Transportation). CTtransit provides a collection of public transportation services including local bus system services, regional bus routes, and statewide rail routes to move passengers throughout New Haven and greater Connecticut. Currently, the only service providing access to the Airport is CTtransit, New Haven, which operates the local bus system in New Haven. The Airport is currently served by Route 206, East Chapel Street which operates a round-trip route between downtown New Haven and Lighthouse Point Park, with an intermediate stop at the Airport. Busses will only stop at the Airport if requested on a call-in basis6. To request a trip, a passenger may call the CTtransit customer service center at (203) 624-0151. The Airport does not offer designated taxi stand parking areas, or a dedicated queuing area for TNC’s such as Uber, Lyft, and other ride-sharing companies. These services utilize the curbside roadway for access to the terminal building to pick-up and drop-off passengers at the Airport. The pick-up/drop-off area near the terminal entrance is easily congested during peak times.

6 CTtransit, New Haven Bus Schedule, Route 206, updated September 15, 2019.

Inventory 2-23 Airport Master Plan

Key Areas

The terminal will be reviewed in more detail as part of the Facility Requirements chapter. Preliminary review identified the following key areas of review:

• TSA space constraints have been mentioned • Passenger flow at ticketing counter during peak times can interfere with TSA queuing • Curbside traffic backs up during peak times • Passenger flow near Gate 3 gets congested during aircraft deplanement

2.5.3. Airport Security

Airport security for both passengers and the Airport itself is regulated by Title 49 CFR (Code of Federal Regulations) Part 1542. Many commercial service airport security procedures are considered security sensitive information (SSI) and cannot be publicly disclosed; however, general information regarding airport security can be discussed.

As a commercial service airport, HVN operates under an airport security plan (ASP) which is approved by the TSA and outlines how the Airport will remain in compliance with Part 1542. Items outlined in the ASP include the designation of certain portions of the Airport as follows: • Security Identification Display Area (SIDA): where anyone entering, or present, must display proper identification and be appropriately badged or be escorted by someone meeting the requirements. Secured Area: where commercial service aircraft are enplaned and deplaned. The secured area must have access controls to deny access to individuals without proper authorization or operational need to be present in that area. • Sterile Area: where ticketed passengers wait to board commercial service aircraft after passing through a passenger screening checkpoint to ensure they are not carrying any dangerous or prohibited items. The ASP also identifies how the Airport will comply with other requirements of Part 1542 such as training requirements, law enforcement support of TSA screening operations, recordkeeping, public advisories, incident management, etc.

The TSA is responsible for providing passenger and baggage screening services. In addition, there are numerous gates and fences on and around the Airport, as well as security signage displayed throughout airport property. Patrols by law enforcement also help to maintain a secure environment. Security services in support of TSA are provided by the New Haven Police Department. They have arrest powers and law enforcement authority under the State of Connecticut Penal Code, Title 53a of the Connecticut General Statutes. An additional security measure at the Airport includes U.S. Customs and Border Protection (CBP). A primary security purpose of CBP is to prevent terrorists and terrorist weapons from entering the United States. CPB is also responsible for apprehending individuals attempting to enter the United States illegally, stemming the flow of illegal drugs, protecting agricultural and economic interests

Inventory 2-24

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Inventory 2-26 Airport Master Plan from harmful pests and diseases, protecting American businesses from theft of their intellectual property rights, regulating and facilitating international trade, collecting import duties, and enforcing U.S. trade laws. HVN is not classified as a port of entry and has no permanent on-site CBP facilities. The Airport is classified as a landing rights airport (LRA) which allows flights from a foreign area to land if they are given permission by CBP. The nearest CBP field office to the Airport is the New Haven Port of Entry located at 150 Court Street, Suite 671 in downtown New Haven and can be reached at (203) 773-2040.

Passenger Screening

All departing passengers are required to pass through the security screening checkpoint located in the center of the passenger Terminal. Passengers are screened with either a magnetometer or Advanced Imaging Technology machines as located in the passenger screening area. All carry-on baggage is screened through an enhanced imaging x-ray device. Restrictions on what may be transported by passengers through the checkpoint such as liquids, gels, and aerosols are subject to change; a list of the most current restrictions can be found on the TSA website. The existing configuration of the terminal meets TSA requirements; however, the passenger screening area is undersized. Further evaluation of the terminal layout will be explored in the Facility Requirements chapter.

Baggage Screening

Baggage screening is conducted on the first level of the terminal building in the area behind the airline ticketing counters. All baggage is screened by TSA prior to being loaded on the aircraft.

2.5.4. General Aviation

GA landside facilities support both based and itinerant aircraft operations at HVN. Components of GA landside facilities include FBO services, conventional and t-hangars, apron areas, and designated automobile parking areas. GA is comprised of all flying activity with the exception of military and commercial service operations. GA users at HVN include individuals flying for business or personal reasons, as well as flight training activities.

Fixed Base Operator (FBO) Services

Robinson Aviation, Inc. is the current FBO at HVN and provides the following services: Passenger services:

• Passenger lounge with complimentary Wi-Fi • Coffee and tea bar • Portable electronic power stations • Staffed front desk offering concierge services

Inventory 2-27 Airport Master Plan

Crew Services: • Two (2) courtesy crew cars available for a duration of three (3) hours length. • Canteen with microwave, vending machine, and table seating • Pilot’s lounge with sleep room • Fully equipped flight planning room with computers, WSI PilotBrief software, free printing, Wi-Fi, and charging resources. Flight Line Services:

• 100LL/Jet A fuel • Potable water service • Ground handling • O2 and nitrogen service • Third party aircraft maintenance • Rampside valet and car servicing • Aircraft parking/tie-downs • Baggage handling equipment • Heated hangar • Portable air stairs • Hangar leasing/sales • Lavatory service • Ground power unit (GPU)/power • On site customs start • Deicing (types 1 & 4)

Robinson Aviation leases three hangars, one of which is leased to Shoreline Aviation Seaplane Services, a charter flight company currently operating at HVN. Robinson Aviation operates out of Hangars 2 and 1, with Hangar 2 being used solely for maintenance.

General Aviation Apron

HVN has one aircraft parking apron used for parking GA aircraft. This area, the East Ramp, spans approximately 380,800 SF and is comprised of asphalt and functions as the Airport’s itinerant apron. The Airport’s FBO maintains three buildings on the southeast side of the East Ramp which services transient aircraft. The apron also functions as the parking area for based aircraft as there is no parking area directly abutting the T-hangars to the north of the East Ramp. 2.6. SUPPORT FACILITIES

2.6.1. Aviation Fueling Facilities

The City of New Haven owns the Airport’s aviation fuel facilities. Robinson Aviation pays a fuel flowage fee to the City of New Haven for use of the Airport’s facilities in providing fuel services for all aircraft. The current fuel farm was constructed just south of the East Ramp within the last decade. The fuel farm contains three tanks consisting of two, 12,000-gallon Jet-A tanks and one 12,000-gallon 100LL tank. All aircraft at HVN are fueled by trucks which carry the fuel from the above-ground storage tanks to aircraft. The fueling facility Is located inside the air operations area open to the airfield. It is a single transfer site with a containment system that can hold one tank worth of fuel (12,000 gallons). Spills pass through an oil-water separator.

Inventory 2-28 Airport Master Plan

2.6.2. Aircraft Rescue and Fire Fighting (ARFF)

ARFF equipment/facilities and Airport operations at HVN are housed in a consolidated building located near the ATCT, just south of the East Ramp. The consolidated ARFF/operations building was constructed in 2002 under an Airport Improvement Program (AIP) grant. The building measures approximately 4,500 SF and contains one bay for an ARFF vehicle, an alert room, restroom, kitchen, training room, storage area, and a mechanical room. HVN’s operations staff are present 24-hours a day, seven days a week, 365 days a year; however, ARFF services are only offered from 15 minutes before the first scheduled airline flight until 15 minutes after the last scheduled airline flight. All of the Airport operations personnel are cross trained in life saving resuscitation and other lifesaving procedures. The ARFF staff are equipped and trained as first responders to airport emergencies but also rely on the support from local fire departments and City of New Haven Emergency Services. Specifically, the City of New Haven and the Town of East Haven Fire Departments provide mutual aid to the Airport.

Federal Aviation Regulation (FAR) Part 139, Certification and Operations: Land Airports Serving Certain Air Carriers, Section 139.315 indicates that an index is required for each FAR Part 139 certificate holder. The index is based on the length of air carrier aircraft using the Airport and the average number of daily departures. HVN is classified as an Index A airport. Index A includes aircraft that are at least 90 feet, but less than 126 feet in length. According to Section 139.315, if there are five or more daily departures of air carrier aircraft in a single index group serving that airport, the longest index group with an average of five or more daily departures is the index required for the Airport. If there are less than five average daily departures of air carrier aircraft in a single index group serving the Airport, the next lower index from the longest index group with air carrier aircraft in it is the index required for the Airport. The minimum designated index is Index A. Regularly scheduled commercial service is currently provided by Republic Airlines doing business as American Eagle and operated on the Embraer E175 aircraft. Although this aircraft is longer than 90 feet, the aircraft serves the airport with a frequency of less than five daily departures thus the Airport remains classified as Index A. According to FAR Part 139 Section 139.317, Aircraft Rescue and Firefighting: Equipment and Agents, Index A requires either:

• One vehicle carrying at least 500 pounds of sodium-based dry chemical, halon 1211, or a clean agent that is equivalent to halon 1211 and does not leave a residue upon evaporation. OR • One vehicle carrying at least 450 pounds of sodium-based dry chemical and water with a commensurate quantity of AFFF to total 100 gallons for simultaneous dry chemical and ARFF application.

In 2007, HVN received a Rosenbauer ARFF fire truck that can service up to Index B aircraft. A complete list of equipment owned by the Airport can be found in Table 2-4.

Inventory 2-29 Airport Master Plan

Table 2-4: Inventory of Equipment at HVN Vehicle ID Year Make/Model Description Department P-1 1989 Ford 9000 Snowplow w/ Maintenance sander P-2 1990 International Snowplow w/ Maintenance 4800 sander Fox-2 1997 Oshkosh Retired ARFF Operations Firetruck vehicle M-6 2001 John Deer General use Maintenance Tractor tractor M-9 2001 Oshkosh Snow Snow blower Maintenance Blower M-34 2001 Genie Z-30/20N Lift Maintenance M-11 2005 Ford F250 General use Maintenance pickup truck M-23 2005 Hustler 4600 Snow sweeper Maintenance M-26 2005 Bobcat S250 General use Maintenance loader M-1 2006 Ford F250 General use Maintenance pickup truck M-21 2006 John Deer General use Maintenance Mower mower M-33 2006 Daewood DL300 General use Maintenance loader P-4 2006 Kodiak Plow General use Maintenance snowblower N/A 2006 Club Car Villager Golf cart Terminal Fox-1 2007 Rosenbauer Index B ARFF Operations Firetruck vehicle M-10 2008 Ford F350 XL General use Maintenance dump truck Ops-4 2008 Ford Expedition General use Operations operations vehicle M-2 2009 Ford Ranger General use Maintenance pickup truck M-24 2009 Hustler ATZ General use Maintenance mower M-27 2009 Hustler 3700 General use Maintenance M27 mower M-22 2010 John Deer General use Maintenance Mower mower Ops-3 2011 Ford Escape General use Operations vehicle

Inventory 2-30 Airport Master Plan

Vehicle ID Year Make/Model Description Department M-12 2013 Ford F250 General use Maintenance pickup truck Ops-2 2013 Ford Edge General use Operations vehicle M-17 2015 MD Sweeper Snow sweeper Maintenance M-28 2015 John Deere Utility vehicle Maintenance Gator P-3 2015 Freightliner Heavy duty truck Maintenance 114SD cab M-25 2018 Hustler ATZ General use Maintenance mower M-29 2019 Bobcat T-650 General use Maintenance loader A-2 2019 Ford F150 XL Administrative Administration Supercrew pickup truck A-1 2020 Ford Explorer Administrative Administration XLT vehicle Source: Tweed-New Haven Airport management, 2019.

2.6.3. Deicing

Airlines at HVN are responsible for deicing their respective aircraft. The FBO provides deicing for all other flights other than the regularly scheduled commercial operations. The deicing area is located on the West Ramp, east of the Terminal Building and adjacent to Taxiway D. In 2007, a containment area (glycol recovery system) was installed on the West Ramp to ensure compliance with State Pollutant Discharge Elimination System (SPDES) and its wastewater permit requirements. The deicing area on the West Ramp has electrically controlled valves. Waste fluids are collected in trench drains that run into a diversion chamber. During deicing, run-off is collected in underground storage tanks to monitor and manage PH levels until they reach balance. Upon achieving balance, deicing fluids drain into the City of New Haven stormwater sewer system.

2.6.4. Airfield Maintenance

There is one building for the storage and maintenance of airfield equipment. Construction of this maintenance and snow removal equipment (SRE) storage building was completed in 1980. The building measures approximately 9,500 SF and is located just south of the East Ramp near the ARFF Building and the ATCT. The building provides room for vehicle storage as well as a maintenance/service area for the Airport’s snow removal vehicles, mowing vehicles, materials, and equipment. Less than half of snow removal fleet are able to be stored in the airfield maintenance facility in climate-controlled environment. The majority of equipment is stored outdoors in direct sunlight. Temporary storage buildings are utilized to store smaller airport maintenance equipment and are not large enough to house larger pieces of equipment.

The Airport owns multiple pieces of snow removal equipment, including loaders, sweepers, blowers, and plows. Landside access to the Maintenance and SRE Storage building is provided by

Inventory 2-31 Airport Master Plan

a service road that connects the East Ramp to Thompson Avenue in East Haven. Additionally, the Airport uses un unpaved area just south of the building for the storage of FAA grade sand which can be used to increase runway friction during winter icing conditions. No barrier exists between the sand laydown area and Taxiway C. This unpaved area also serves as an overflow parking area for maintenance and SRE that is unable to be stored inside the building such as additional truck and plow attachments. Airfield access for equipment is provided by a stub vehicle service road that intersects Taxiway C near the intersection of Taxiway B.

Airport Utilities

The Airport’s utilities infrastructure is provided by the following providers: • Electricity | United Illuminating • Gas | Calpine Energy • Heating Oil | Forbes Fuel • Water | Regional Water Authority • Sewer | Greater New Haven Water Pollution Control Authority • Telecommunications | Comcast (TV and internet), Frontier (landline phones) Verizon (cell phones) The output capacity of each utility will be assessed within the Facility Requirements chapter of the Master Plan Update.

2.7. AIR TRAFFIC CONTROL While the ATCT is in operation, aircraft operating within HVN’s Class D airspace are provided radar services below 2,500 feet MSL. Prior to operating in HVN’s airspace, pilots must establish two-way radio communication with the ATCT and be cleared by the ATCT to enter the Class D airspace. The initial callup should be made approximately 15 miles from the Airport7. The ATCT at HVN is operated by Midwest ATCS as part of the FAA’s contract tower program and is open each day for 16 hours beginning at 6:00 AM until 10:00 PM. The ATCT is responsible for all operations into and out of the Airport. When the ATCT is not operational, the airspace around the Airport reverts to Class G airspace8. The ATCT receives a radar feed; there is no on-site radar facility. 2.8. LAND USE AND ZONING

2.8.1. Land Use

The Airport property is located partly in the City of New Haven and the Town of East Haven, both located in New Haven County, Connecticut as shown in Figure 2-9. The Airport property is identified for public services and utilities land use. The area surrounding HVN is generally residential in both communities. In New Haven, land abutting the west side of the Airport is predominately single family residential. A small pocket of commercial land is located at the south end of the Airport on the Runway 2 end. On the east side of the Airport, land uses in East Haven

7 FAA Aeronautical Information Manual, Chapter 4, §3. Airport Operations. 8 FAA Aeronautical Information Services, HVN Summary effective 01/02/2020 to 01/30/2020. Inventory 2-32 Airport Master Plan include single family, two family, and multi-family residential, commercial, industrial, and land for recreation and entertainment. A residential neighborhood is located east of the East Ramp and GA parking aprons. Further east off of the Runway 32 end, industrial parcels buffer the Airport from additional residential areas to the east.

2.8.2. Zoning

Although the Airport is owned by the City of New Haven, the Airport’s location within the boundaries of two political subdivisions provide both communities local land use control over adjoining the Airport. The Airport is currently zoned as an Airport District and General Business District in the City of New Haven and as a Light Industrial District in the Town of East Haven. A detailed land use map for the area surrounding the Airport is provided in Figure 2-10. The City of New Haven Zoning Ordinance, Article VI, §53 describes the Airport District as existing for the purpose of designating the area that has been and is being developed by the Airport. The Airport represents a distinct land use not easily classified in any other district and has unique needs for development as an integrated unit to serve the city and region. The following are the principal zoning districts present in the vicinity of the Airport within the City of New Haven: • Airport District was established for the purpose of designating the area which has been and is being developed by the Airport. Permissible uses include municipal airport related development incidental thereto. • General Business districts serve several functions including providing a central concentration of goods and services for one or more neighborhood. They can also serve scattered stores for goods and services within neighborhoods. The predominant purpose of all businesses in any setting is for retail trade. • General Single Family (RS-2) zoning districts exist for the protection of areas for the development of single-family dwellings. Accordingly, the use of the land and buildings within such areas is limited to single-family detached dwellings. • Mixed Use zoning districts can serve as the commercial heart of their neighborhood and are of modest scale and pedestrian orientation. This zoning district seeks to preserve and restore the historic architecture and urban pattern of the city. The emphasis is on neighborhood goods and services rather than comparison shopping, with a preference for smaller pedestrian-oriented, storefront retail, dining, and other appropriate uses. These areas are intended for a mixture of ground floor retail, small offices, and upper story residential dwellings. • Planned Development Units and Planned Development Districts are applied in instances where tracts of land with significant size and complexity are developed, redeveloped, renewed, or integrated as harmonious units within the neighborhood. Special restrictions and site planning considerations are required for approval of planned developments. • Park District zoning exists to set aside and protect areas that are publicly or semi-publicly owned and are designated as public parks and open spaces.

Airport property that is located in East Haven is not classified by a unique Airport zoning district as is the case in New Haven. Rather, East Haven designates Airport property within the municipal

Inventory 2-33 Airport Master Plan

Figure 2-9: Land Use Map

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Figure 2-10: Zoning Map

Legend Municipal Boundary East Haven Zoning Districts e Airport Property Boundary Light Industrial (LI-3) Av d en ns Parcels Light Industrial (LI-2) w To ³ New Haven Zoning Districts Light Industrial (LI-1) Airport District Commercial (CB-2) P o General Business (BA) Planned Developmentp (PDD) e S t General Single-Family (RS-2) FResidence (R-1) o r t Mixed Use (BA/RS-2) Residence H (R-2) a le Planned Development Unit (PDU 108) Residence P (R-3) a r Planned Development (PDD 97) Residencek (RA-1) R d t rr S Park District Design Resident (DRA-1) Bu

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boundaries in the Light Industrial, LI-3 District. Section 23.17 of the East Haven zoning ordinance states that LI-3 Districts are designed to provide spacious sites for heavy commercial and industrial development. These areas are often located near residential areas and applicable standards to assure high quality of construction and site plan review will be enforced. Site plan review also ensures adequate parking and traffic facilities, agreeable relationships with residential areas and coordination with the comprehensive plan of zoning. The following are the principal zoning districts present in the vicinity of the Airport within the Town of East Haven.

• Light Industrial (LI-3) districts, like that of the portions of the Airport located in East Haven, are designed to provide spacious sites for heavy commercial and industrial development. Because they will likely be located near residential areas, applicable standards are designed to assure a high quality of construction within the district, and review of site plans is essential to assure adequate parking and traffic facilities, agreeable relationship to residential areas and coordination with the comprehensive plan. • Light Industrial (LI-2) districts consist of areas intended to be used for heavy commercial and industrial development, but on a less intensive basis than the LI-1 districts. They are designed for occupancy on somewhat larger sites with more spacious setbacks, in order to assure a high quality of construction within the district, and an agreeable relationship to adjacent districts. • Light Industrial (LI-1) districts consist of areas that have been experiencing heavy commercial and industrial development over a period of years. Applicable standards allow for a range of sizes and establishments and relatively intensive use of the land. • Commercial (CB-2) districts are designed to accommodate a variety of commercial functions necessary for service to the community including general automotive sales and service areas. The districts are situated on main highways and thoroughfares, and applicable standards are designed to recognize, preserve, and improve the character of existing development as well as to be consistent with the intensity of use in adjacent residential areas. • Planned Development (PDD) districts each have provisions that are unique and are designed to be located on large tracts of land only within the Shoreline Development Area in accordance with the overall plans for development of the shore area. • Residence (R-1) zoning districts are primarily residential in nature and consist of areas built up in years past with single family, two family, and multi-family structures. Their principal location is in the vicinity of the East Haven center, where they constitute part of the urban concentration around the center. An important purpose of the standards applicable in these districts is to recognize the relatively high concentration of dwellings and population already present, while preserving existing development from overcrowding. • Residence (R-2) zoning districts consist of residential areas that have been developing over a period of years, primary with single family houses on relatively small lots that must be served with sewers and a public water supply. The applicable standards are designed to continue and protect the current pattern of development. • Residence (R-3) are designed to consist of single-family houses on lots of sufficient size to support private sewage disposal systems pending the extension of a sewer system. They

Inventory 2-36 Airport Master Plan

are also designed to encourage a higher quality of suburban development with ample lot sizes. Institutions and similar uses will be necessary and appropriate in these districts. • Residence (RA-1) districts consist of limited areas intended to be used primarily for two- story, multi-family dwellings on sites near the East Haven center or as part of an overall plan for development of the shore area. Review of site plans is essential to assure adequate parking and traffic facilities, agreeable relationship to adjacent land uses, and coordination with the comprehensive plan. • Design Resident (DRA-1) is a district designed to encourage a concentration of retail services and office facilities of a “downtown” character, primary in East Haven center. Applicable standards allow multi-story buildings, a high percentage of ground coverage and a high ration of floor area to land area, with parking provided in centralized facilities.

Inventory 2-37