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RONALD REAGAN
WASHINGTON NATIONAL
AIRPORT
Volume 2
APPENDICES
Melissa Burn
Consulting Services
Wyle Laboratories, Inc.
Prepared for:
in cooperation with
M e t ro p o l i t a n Wa s h i n g t o n
C o u n c i l o f G ove r n m e n t s
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M E T RO P O L I TA N WA S H I N G TO N
A I R P O RT S AU T H O R I T Y
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Appendix A
Glossary of Terms
A-WEIGHTED SOUND LEVEL (dBA)-The ear does not respond equally to different frequencies
of sound. It is less efficient at low and high frequencies than it is at medium or speech-range
frequencies. Thus, to obtain a single number representing the sound level of a noise having a wide
range of frequencies in a manner representative of the ear's response, it is necessary to reduce the
effects of the low and high frequencies with respect to the medium frequencies. The resultant sound
level is said to be A-weighted, and the units are decibels (dB); hence, the abbreviation is dBA. The
A-weighted sound level is also referred to as the noise level. Sound level meters have an
A-weighting network for measuring noise in A-weighted decibels.
ABSORPTION-Absorption is a property of materials that reduces the amount of sound energy
reflected. Thus, introduction of an “absorbent” into the surfaces of a room will reduce the sound
pressure level in that room because sound energy striking the room’s surfaces will be partially
absorbed rather than totally reflected. The process of absorption is different from that of
transmission loss through a material, which determines how much sound enters a room via the walls,
ceiling, and floor. Absorption reduces the resultant sound level in the room produced by energy that
has already entered the room.
ACCEPTABLE-relating to noise-Day-night average sound level (DNL) not exceeding
65 decibels-Noise exposure may be of some concern, but common building construction will make
the indoor environment acceptable, and the outdoor environment will be reasonably pleasant for
recreation and play. As defined by Federal Aviation Regulations, Part 150, “Airport Noise
Compatibility Planning” (see FAR PART 150). (See DAY-NIGHT AVERAGE SOUND LEVEL
ACOUSTICS- (1) The science of sound, including the generation, transmission, and effects of
audible and inaudible sound waves. (2) The physical qualities (such as size and shape) of a room or
other enclosure that determine the audibility and perception of speech and music.
ADVISORY CIRCULAR (AC)-An external Federal Aviation Administration (FAA) publication
consisting of non-regulatory material of a policy, guidance, or informational nature.
AFFECTED LOCAL GOVERNMENT AGENCIES-The local government agencies that have the
authority to control land uses in areas that may be adversely affected by aviation activities.
AIP-See AIRPORT IMPROVEMENT PROGRAM.
AIR CARRIER, CERTIFICATED ROUTE-An airline company that: (1) performs at least five
round trips per week between two or more points and publishes flight schedules that specify the
times, days of the week, and places between which such flights are performed; or (2) transports mail
by air pursuant to a contract with the U.S. Postal Service, certificated in accordance with Federal
Aviation Regulations (FAR) Parts 121 and 127.
AIR CARRIER, COMMUTER-An air taxi operator that (1) performs at least five round trips per
week between two or more points and publishes flight schedules that specify the times, days of the
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week, and places between which such flights are performed; or (2) transports mail by air pursuant to
a contract with the U.S. Postal Service.
AIRCRAFT DELAY-The additional travel time, caused by airfield or airspace congestion, needed
by an aircraft to move from point A to point B.
AIRCRAFT OPERATION-An aircraft arrival (landing) or an aircraft departure (takeoff) represents
one aircraft operation. A low approach, below traffic pattern or a touch-and-go operation is counted
as both a landing and a takeoff, i.e., two operations. The Federal Aviation Administration (FAA)
records aircraft operations in four categories: air carrier, air taxi, general aviation, and military.
AIR CARRIER-Operations performed in revenue service by certificated route air carriers. (See
AIR CARRIER, CERTIFICATED ROUTE and AIR CARRIER, COMMUTER).
AIR TAXI/COMMUTER-Operations performed by operators of aircraft holding an air taxi
certificate. This category includes commuter airline operations (excluding certificated
commuter airlines), mail carriers under contract with the U.S. Postal Service, and operators of
nonscheduled air taxi service.
GENERAL AVIATION-All civil aircraft operations not classified as air carrier or air taxi
operations.
MILITARY-Operations performed by military groups, such as the Air National Guard, the U.S.
Air Force, or the U.S. Marine Corps.
Aircraft operations may also be described as local or itinerant:
LOCAL-Local operations are performed by aircraft that (1) operate in the local traffic pattern or
within sight of the airport, (2) are known to be departing for, or arriving from, local practice
areas within a 20-mile radius of the airport, or (3) execute simulated or practice instrument
approaches or low passes at the airport. Touch-and-go operations are counted as two local
operations.
ITINERANT-All aircraft operations other than local operations.
AIRCRAFT PARKING APRON-See APRON.
AIRCRAFT PARKING POSITION-The area on the apron where aircraft park for servicing and
preparation for flight.
AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF)-The aircraft rescue and firefighting
capability required at airports under FAR Part 139. Formerly called CRASH/FIRE/RESCUE.
AIRFIELD CAPACITY (HOURLY)-Airfield capacity refers to the maximum number of aircraft
operations (landings or takeoffs) that can take place on an airfield in one hour under specific
conditions.
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AIR NAVIGATION FACILITY (NAVAID)-A facility designed for use as an aid to air navigation,
including landing aids, lights, any apparatus or equipment for disseminating weather information; for
signaling for radio direction-finding or for radio or other electronic communication; and any other
structure or mechanism having a similar purpose for guiding and controlling flight in the air or the
landing or takeoff of aircraft.
AIRPORT APPROACH AND RUNWAY PROTECTION ZONE LAYOUT PLAN-A plan map
showing the imaginary surfaces that specify the maximum height of structures, trees, and other
phenomena around an airport and that is prepared in accordance with FAR Part 77, "Objects
Affecting Navigable Airspace." The plan is required as part of an airport master plan.
AIRPORT ELEVATION-The highest point of an airport's usable runways measured in feet above
mean sea level (msl).
AIRPORT ENVIRONS-The area surrounding an airport that is considered to be directly affected by
the presence and operation of the airport.
AIRPORT IMAGINARY SURFACES-Imaginary surfaces established at an airport for the
purposes of identifying obstructions to air navigation. The imaginary surfaces consist of primary,
approach-departure, horizontal, vertical, conical, and transition surfaces.
AIRPORT IMPROVEMENT PROGRAM (AIP)-A program administered by the FAA to provide
financial grants-in-aid for airport planning, airport development projects, and noise compatibility
programs. The AIP was established through the Airport and Airway Improvement Act of 1982,
which was incorporated as Title V of the Tax Equity and Fiscal Responsibility Act of 1982 (Public
Law 97-248). Funds are appropriated by the U.S. Congress for the AIP annually.
AIRPORT LAND USE PLAN-A generalized plan depicting proposed land uses within the airport
boundary. The land use plan is a required element of an airport master plan.
AIRPORT LAYOUT PLAN (ALP)-A plan showing boundaries and proposed additions to all areas
owned or controlled by the airport sponsor for airport purposes, the location and nature of existing
and proposed airport facilities and structures, and the location on the airport of existing and proposed
nonaviation areas and improvements thereon. The ALP is a required element of an airport master
plan.
AIRPORT MASTER PLAN-An assembly of appropriate documents and drawings addressing the
development of a specific airport from physical, economic, social, and political jurisdictional
perspectives. The airport master plan includes forecasts of aviation demand, an airport land use plan,
airport layout plan, airport approach and runway protection zone plan, terminal area plan, airport
access and parking plan, staging plan, capital improvement plan, and financial plan.
AIRPORT NOISE AND CAPACITY ACT OF 1990-Commonly referred to as the national noise
policy; the Act was enacted on November 5, 1990 (Public Law 101-508). Two important provisions
of the Act were the establishment of a national aviation noise policy (Sections 9308 and 9309) and
the creation of a passenger facility charge (Sections 9110 and 9111), which enables airport sponsors
to impose fees on the tickets issued to eligible enplaning passengers. An amendment to FAR Part 91,
"Transition to an All Stage 3 Fleet Operating in the 48 Contiguous United States and the District of
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Columbia," and new FAR Part 161, "Notice and Approval of Airport Noise and Access
Restrictions”, implement the national noise policy. New FAR Part 158, "Passenger Facility Charges,"
implements that portion of the Act authorizing the imposition of such a charge.
AIRPORT NOISE CONTROL AND LAND USE COMPATIBILITY (ANCLUC) STUDY-A
study designed to minimize aircraft noise and maintain compatible land use around airports. Certain
noise control and land use compatibility studies are eligible for federal funding participation. (See
FAR PART 150.)
AIRPORT SPONSOR-A public agency or tax-supported organization, such as an airport authority,
authorized to own and operate an airport, obtain property interests, obtain funds, and be legally,
financially, and otherwise able to meet all applicable requirements of current laws and regulations.
AIRPORT SURVEILLANCE RADAR (ASR)-Radar providing aircraft position data in terms of
azimuth and range. ASR does not provide altitude data. It is designed for range coverage up to 60
nautical miles and is used by terminal area air traffic control.
AIRPORT TRAFFIC CONTROL TOWER (ATCT)-A central operations facility in the terminal
area air traffic control system, consisting of a tower cab structure and an associated instrument flight
rule (IFR) room if radar equipped, using air/ground communications and/or radar, visual signaling,
and other devices, to provide safe and expeditious movement of terminal area air traffic.
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC)-A facility established to provide airport
traffic control service to aircraft operating on an instrument flight rule (IFR) flight plan within
controlled airspace and principally during the en route phase of flight.
AIRSPACE-Space in the air above the surface of the earth or a particular portion of such space,
usually defined by the boundaries of an area on the surface projected upward.
AIR TRAFFIC CONTROL (ATC)-A service operated by appropriate authority (the FAA) to
promote the safe, orderly, and expeditious flow of air traffic.
AMBIENT NOISE-The total of all noise in a system or situation, independent of the presence of the
specific sound to be measured. In acoustical measurements, strictly speaking, ambient noise means
electrical noise in the measurement system. However, in popular usage, ambient noise is also used to
mean "background noise" or "residual noise."
APRON-A paved area that provides the connection between the terminal buildings and the airfield.
The apron includes aircraft parking areas, called ramps, and aircraft circulation and taxiing areas for
access to these ramps. On the ramp, aircraft park in locations typically designated as gate positions or
gates.
ARFF-See AIRCRAFT RESCUE AND FIRE FIGHTING.
ATC-See AIR TRAFFIC CONTROL
AUTOMATED RADAR TERMINAL SYSTEM (ARTS)-Computer-aided radar display
subsystems capable of associating alphanumeric data with radar returns.
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AVIATION SAFETY AND NOISE ABATEMENT ACT OF 1979-Public Law 96-193 enacted
February 18, 1980. The purpose of the Act is to assist airport sponsors in preparing and carrying out
noise compatibility programs and in assuring continued safety for aviation. The Act also contains
provisions extending to January 1, 1988, the requirement for certain types of aircraft to comply with
Part 36 of the Federal Aviation Regulations. (See FEDERAL AVIATION REGULATIONS (FAR)
PART 36).
AVIGATION EASEMENT-A type of land acquisition that involves less-than-fee purchase (see
also LESS-THAN-FEE ACQUISITION). One form of avigation easement grants the right to
perform aircraft operations over the designated property, including operations that might cause noise,
vibration, and other effects. A stronger form of easement is a deed restriction that may include
(1) the right to perform aircraft operations over the property, and (2) public acquisition of a
landowner’s rights restricting future development of the property in any use more intensive than that
existing at the time of the transaction. This easement may also include specific prohibitions as to the
uses for which the property may be developed. Maximum heights of structures and other objects
may also be specified.
BACKBLAST-Noise generated by jet exhaust on takeoff characterized by high acoustic energy, low
frequency, and high velocity air behind the aircraft engine.
BACKGROUND NOISE-See AMBIENT NOISE.
BUILDING CODE-A legal document that sets forth requirements to protect the public health,
safety, and general welfare as they relate to the construction and occupancy of buildings and
structures. The code establishes the minimum acceptable conditions for matters found to be in need
of regulation. Topics generally covered are exits, fire protection, structural design, sanitary facilities,
lighting, and ventilation. Sound insulation may also be included.
BUILDING PERMIT-A permit issued by a local political jurisdiction (village, town, city, or
county) to erect or modify a structure.
BUILDING RESTRICTION LINE (BRL)-The BRL should be located on an Airport Layout Plan
to identify suitable locations for building areas on airports. It is recommended that the BRL
encompass the runway protection zones, the runway visibility zone, areas required for airport traffic
control tower clear lines of sight, and all airport areas with less than 35-foot clearance under the FAR
Part 77 surfaces.
CAPITAL IMPROVEMENT PROGRAM (CIP)-A multiyear (sometimes a single year) schedule
of capital expenditures for construction or equipment at an airport.
CEILING-The height above the earth’s surface of the lowest layer of clouds or obscuring
phenomena that is reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or
“partial.”
CEQ (COUNCIL ON ENVIRONMENTAL QUALITY) REGULATIONS-CEQ Regulations
implementing the National Environmental Policy Act of 1969 (NEPA) were published in the Federal
Register on November 29, 1978. References to the regulations in FAA Order 5050.4A (Airport
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Environmental Handbook) identify specific sections, e.g., CEQ 1500 or CEQ 1508.8. (See
IMPACT.)
CLEAR ZONE-See RUNWAY PROTECTION ZONE.
COMMUTER AIRCRAFT –Aircraft that may be in regularly scheduled passenger or cargo
service, seating 72 passengers or less. A typical commuter aircraft flies trip distances less than 300
miles.
CONTOURS-See NOISE CONTOURS.
CRASH/FIRE/RESCUE-See AIRCRAFT RESCUE AND FIRE FIGHTING.
DAY-NIGHT AVERAGE SOUND LEVEL (DNL)-A measure used to predict, by a single number
rating, cumulative aircraft noise that affects communities in airport environs. DNL represents
decibels of noise as measured by an A-weighted sound-level meter (see also). In the DNL procedure,
the noise exposure from each aircraft takeoff or landing is calculated at ground level around an
airport, and these noise exposure levels are accumulated for a typical 24-hour period. (The 24-hour
period often used is the average day of the peak month for aircraft operations during the year being
analyzed.) Daytime and nighttime noise exposure is considered separately. A weighting factor
equivalent to a penalty of 10 decibels is applied to operations between 10 p.m. and 7 a.m. to account
for the increased sensitivity of people to nighttime noise. DNLs can be expressed graphically on
maps using either contours or grid cells.
dBA-See A-WEIGHTED SOUND LEVEL.
DECIBEL (dB)-A unit for measuring the volume of a sound, equal to the logarithm of the ratio of
the intensity of the sound to the intensity of an arbitrarily chosen standard sound.
DE MINIMIS-Below the level of significance.
DEPLANED PASSENGERS-The passengers inbound to an airport on an arriving aircraft. The total
annual number of passengers at an airport is the total of deplaned and enplaned passengers (see also).
DEREGULATION ACT-Airline regulatory reform act of 1978. Designed, among other things, to
encourage competition among domestic airlines, the Act allows an airline greater freedom to enter
and leave any given market.
DEVELOPMENT PLAN-A detailed land use plan for all or specific areas of an airport. The plan
usually includes a plot map depicting parcel size and configuration, access, land use categories,
utilities, improvements, and performance standards for each parcel and use category.
DEVELOPMENT RIGHTS-Rights of landowners to develop a parcel of land according to the
zoning of that parcel. Land is often assessed on a combination of its “resource” value and its
“commodity” value. The resource value is the value of the property in its natural state; while the
commodity value is an artificial value placed on it by the marketplace (that is, its value for
development purposes). In less-than-fee acquisition (see also), the airport sponsor may purchase
only the development rights; the ownership of the land remains unchanged.
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DISPLACED THRESHOLD-A runway threshold that is located at a point other than the
designated beginning of the runway.
DISTANCE MEASURING EQUIPMENT (DME)-Equipment (ground and airborne) used to
measure and report to the pilot the slant range distance, in nautical miles, of an aircraft from the
DME navigational aid.
DNL-See DAY-NIGHT AVERAGE SOUND LEVEL.
DURATION-The length of time that a noise event, such as an aircraft flyover, is experienced
(typically reported in seconds) . “Duration” may also refer to the length of time that the noise event
exceeds a specified threshold noise level.
EA-See ENVIRONMENTAL ASSESSMENT.
EFFECT-See IMPACT.
EIS-See ENVIRONMENTAL IMPACT STATEMENT.
EMINENT DOMAIN (POWER OF)-In common law, power of a governmental unit (federal, state,
or local) to condemn land for public purposes after having paid the owner of the land just
compensation.
ENGINE RUNUP AREA-An area on an airport where aircraft engines are serviced or tested. The
noise from such servicing or testing can affect neighborhoods adjacent to the airport.
ENPLANED PASSENGERS-The passengers on aircraft outbound (departing) from an airport. The
total annual number of passengers at an airport is the total of enplaned and deplaned passengers (see
also).
ENVIRONMENTAL ASSESSMENT (EA)-An assessment of the environmental effects of a
proposed action for which federal financial assistance is being requested or for which federal action
or authorization is required. The EA serves as the basis for an FAA Environmental Impact Statement
(EIS) or Finding of No Significant Impact (FONSI), as specified in FAA Order 5050.4A.
ENVIRONMENTAL IMPACT STATEMENT (EIS)-A statement prepared under the
requirements of the National Environmental Policy Act of 1969 (NEPA), Section 102(2)(c). The EIS
represents a federal agency's evaluation of the effects of a proposed action on the environment.
Regulations relating to the preparation of an EIS are published in FAA Order 5050-4A.
EPA-U.S. Environmental Protection Agency.
FAA-See FEDERAL AVIATION ADMINISTRATION
FAA ADVISORY CIRCULAR (AC) 150/5300-13-This document, titled "Airport Design,"
contains airport design standards, including descriptions of various subdivisions of FAR Part 77 (see
also) such as obstacle free zones (OFZs), object free areas (OFAs), and runway protection zones
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(RPZs)--formerly referred to as "clear zones"--on airports. According to Paragraph 211, "Safe and
efficient operations at an airport require that certain areas on and near the airport be clear of objects
or restricted to objects with a certain function, composition, and/or height." To achieve this
requirement, object clearing criteria contained in the AC describe the types of objects tolerated
within various subdivisions of FAR Part 77. Aircraft are controlled by aircraft operating rules and
not by these criteria. However, objects not in conformance with these criteria may result in aircraft
operating restrictions.
FAA HANDBOOK 7400.2-This document, titled "Procedures for Handling Airspace Matters,"
contains procedures and guidelines for analyzing aeronautical operating conditions and determining
the effects of existing or proposed objects that exceed FAR Part 77 (see also) standards. Objects that
exceed FAR Part 77 standards are subject to an aeronautical review and are presumed to be hazards
to air navigation unless an aeronautical review determines otherwise. However, once an aeronautical
review is initiated, FAR Part 77 standards are no longer the basis for determining whether or not an
object would be a hazard. Other criteria, including operational, procedural, and electronic
requirements, are used to determine if the object in question would be a hazard to air navigation. The
outcome of an FAA aeronautical review is either a "Determination of No Hazard" or "Determination
of Hazard to Air Navigation."
FAA HANDBOOK 8260.3B-This document, titled "TERPS" (terminal instrument procedures),
contains obstruction clearance criteria for instrument procedures. Imaginary surfaces for each type of
instrument procedure are described. If an object would penetrate the imaginary surfaces for a
particular instrument procedure and could not be relocated or sufficiently reduced in height, one of
the following would be necessary: (1) alteration of the procedure to minimize or eliminate effects; (2)
increase in the minimum cloud ceiling and/or visibility requirements for conducting the procedure;
(3) some combination of (1) and (2); or (4) preclusion of the particular procedure.
FAA ORDER 1050.1D-This document, entitled “Polices and Procedures for Considering
Environmental Impacts,” was prepared in response to CEQ 1500 Regulations and provides guidance
for preparing EAs and EISs for FAA actions.
FAA ORDER 5050.4A-This document, entitled "Airport Environmental Handbook," was published
by the FAA on October 8, 1985. It contains all of the essential information an airport sponsor needs
to meet both procedural and specific environmental requirements.
FEDERAL AVIATION REGULATIONS (FAR) PART 36-This regulation, titled "Noise
Standards: Aircraft Type and Airworthiness Certification," establishes noise standards for the civil
aviation fleet. Certain extensions for compliance are included in the Aviation Safety and Noise
Abatement Act of 1979 (see also).
FAR PART 77-This regulation, titled "Objects Affecting Navigable Airspace," establishes standards
for determining obstructions and their potential effects on aircraft operations. Objects are considered
to be obstructions to air navigation according to FAR Part 77 if they exceed certain heights or
penetrate certain imaginary surfaces established in relation to airport operations. Objects classified as
obstructions are subject to an FAA aeronautical analysis to determine their potential effects on
aircraft operations.
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FAR PART 91- This regulation, titled "General Operating and Flight Rules," includes an
amendment issued by the FAA on September 25, 1991 (to 14 CFR 91) in conformance with
requirements of the Airport Noise and Capacity Act of 1990 (see also). The amendment to the
aircraft operating rules requires a phased transition to an all Stage 3 aircraft fleet operating in the 48
contiguous United States and the District of Columbia by December 31, 1999. The amendment
places a cap on the number of Stage 2 aircraft allowed to operate in the United States and provides
for a continuing reduction in the population exposed to noise from Stage 2 aircraft.
FAR PART 150-This regulation, titled "Airport Noise Compatibility Planning," sets forth criteria for
developing an FAR Part 150 Noise Compatibility Program, an FAA-assisted program designed to
increase the compatibility of land and land uses in the areas surrounding an airport that are most
directly affected by operation of the airport. The specific purpose is to reduce the adverse effects of
noise as much as possible by implementing both on-airport noise abatement measures and off-airport
noise mitigation measures. The basic products of an FAR Part 150 program typically include
(1) noise exposure maps for the existing condition and for 5 years in the future; (2) workable
on-airport noise abatement measures (preferential runway use programs, new or preferential flight
tracks), (3) off-airport noise mitigation measures (land acquisition, soundproofing, or special
zoning); (4) an analysis of the costs and the financial feasibility of the recommended measures; and
(5) policies and procedures related to the implementation of on- and off-airport programs.
Community involvement opportunities are provided throughout all phases of noise compatibility
program development.
FAR PART 158-This regulation, titled "Passenger Facility Charges," establishes a passenger facility
charge (PFC) program. The regulation implements Sections 9110 and 9111 of the Airport Noise and
Capacity Act of 1990 (see also), which requires the Department of Transportation to issue
regulations under which a public agency may be authorized to impose a PFC of $1, $2, or $3 per
enplaned passenger at a commercial service airport it controls. The proceeds from such PFCs are to
be used to finance eligible airport-related projects that preserve or enhance safety, capacity, or
security of the national air transportation system, reduce noise from an airport that is part of such
system, or furnish opportunities for enhanced competition between or among airlines. The rule sets
forth procedures for public agency applications for authority to impose PFCs, for FAA processing of
such applications; for collection, handling, and remittance of PFCs by airlines; for record keeping
and auditing by airlines and public agencies; for terminating PFC authority; and for reducing federal
grant funds apportioned to large and medium hub airports where a PFC is imposed.
FAR PART 161-This regulation, titled "Notice and Approval of Airport Noise and Access
Restrictions," establishes a program for reviewing airport noise and access restrictions on the
operations of Stage 2 and Stage 3 aircraft. This regulation is in response to specific provisions in the
Airport Noise and Capacity Act of 1990 (see also) and is a major element of the national aviation
noise policy required by that Act. Even if such an airport noise and access restriction is proposed as
an element of an FAR Part 150 Noise Compatibility Program, it is still subject to the guidelines of
FAR Part 161 prior to approval. Some of the public notice requirements, however, may be met
during development of the FAR Part 150 program.
FEDERAL AVIATION ADMINISTRATION (FAA)-The FAA, an agency of the U.S.
Department of Transportation, is charged with (1) regulating air commerce to promote its safety and
development; (2) achieving the efficient use of navigable airspace of the United States;
(3) promoting, encouraging, and developing civil aviation; (4) developing and operating a common
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system of air traffic control and air navigation for both civilian and military aircraft; and
(5) promoting the development of a national system of airports.
FEE SIMPLE LAND ACQUISITION-The full purchase of land and improvements by an airport
sponsor. The land is usually maintained or leased for uses that are compatible with airport
operations. Alternatively, the airport sponsor can resell the land with an avigation easement (see
also) and deed restrictions that specify the compatible land uses that are permitted. One benefit of
the resale option is that the land is returned to the local tax rolls.
FINDING OF NO SIGNIFICANT IMPACT (FONSI)-A finding by the FAA that a proposed
action by an airport sponsor will have no significant impact (on the environment). Specific guidelines
for preparing a report that receives a FONSI are included in FAA Order 5050.4A.
FLIGHT TRACK-The average flight path flown by aircraft within specific corridors. Deviation
from these tracks occurs because of weather, pilot technique, air traffic control, and aircraft weight.
Individual flight tracks within a corridor are "averaged" for purposes of modeling noise exposure
using the FAA’s Integrated Noise Model (see also).
FONSI-See FINDING OF NO SIGNIFICANT IMPACT.
GATE-The designated location in a terminal building that contains an airline podium area where
ticketed passengers check in for a specific flight. (See APRON.)
GENERAL AVIATION (GA)-All civil aviation except that classified as air carrier or air taxi. The
types of aircraft typically used in GA activities vary from multiengine jet aircraft to single-engine
piston aircraft.
GENERAL PLAN (sometimes referred to as a comprehensive plan or community plan)-An
overall plan of a political jurisdiction setting forth the goals and objectives of the jurisdiction,
policies for development and redevelopment, and maps showing the spatial arrangement of land uses,
circulation routes, and community facilities.
GEOGRAPHIC INFORMATION SYSTEM (GIS)- A system of hardware and software used for
storage, retrieval, mapping, and analysis of geographic data.
GLIDE SLOPE- (1) the vertical (or altitude) profile followed by an aircraft during the approach and
landing. (2) electronic vertical guidance provided by airborne and ground instruments for instrument
approaches (see PRECISION INSTRUMENT APPROACH PROCEDURE) using equipment such
as an instrument landing system (ILS) (see also); as well as visual ground aids, such as a visual
approach slope indicator (VASI) (see also), for a visual flight rule (VFR) approach or for the visual
portion of an instrument approach and landing.
GLOBAL POSITIONING SYSTEM (GPS)-A navigational system that uses a series of satellites
orbiting the earth to provide non-precision guidance in azimuth, elevation, and distance
measurement.
GROUND EFFECT-The excess attenuation of sound associated with absorption or reflection of
noise by manmade and physical features on the ground surface.
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GROUND TRACK-The trajectory of an aircraft flight path projected onto the ground surface.
HELIPAD-A small area designated for takeoff, landing, or parking of helicopters.
HUD-U.S. Department of Housing and Urban Development.
IFR-See INSTRUMENT FLIGHT RULES.
IFR AIRPORT-An airport with an authorized instrument approach procedure.
IFR CONDITIONS-Weather conditions that require aircraft to be operated in accordance with
instrument flight rules.
IFR MINIMUMS AND DEPARTURE PROCEDURES (FAR PART 91)-Prescribed takeoff
rules. For some airports, obstructions or other factors require the establishment of nonstandard
takeoff minimums or departure procedures, or both, to assist pilots in avoiding obstacles during
climb to the minimum en route altitude.
ILS-See INSTRUMENT LANDING SYSTEM.
IMPACT-In environmental studies, the word "impact" is used to express the extent or severity of an
environmental problem, e.g., the number of persons exposed to a given noise environment. As
indicated in CEQ 1500 (Section 1508.8), impacts and effects are considered to be synonymous.
Effects or impacts may be ecological, aesthetic, historic, cultural, economic, social, or health related,
and they may be direct, indirect, or cumulative.
INCOMPATIBLE LAND USE-Residential, public, recreational, and certain other noise-sensitive
land uses that are designated as unacceptable within specific ranges of cumulative (DNL) noise
exposure as set forth in FAR Part 150, Appendix A, Table 2.
INFILL-The development of small pieces of property remaining in previously developed larger
areas.
INM-See INTEGRATED NOISE MODEL.
INSTRUMENT APPROACH-An aircraft approach to an airport, with intent to land, by a pilot
flying in accordance with an IFR flight plan, when the visibility is less than 3 miles and/or when the
ceiling (see also) is at or below the minimum initial approach altitude.
INSTRUMENT APPROACH RUNWAY-A runway served by an electronic air navigation aid
providing at least directional guidance adequate for a straight-in approach.
INSTRUMENT FLIGHT RULES (IFR)-Rules specified by the FAA for flight under weather
conditions that do not meet the minimum requirements for visual flight rules (VFR). Under these
conditions the pilot must rely on instruments to fly and navigate.
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INSTRUMENT LANDING SYSTEM (ILS)-A system that provides, in the aircraft, the lateral and
longitudinal (localizer), and vertical (guidance) electronic guidance necessary for an instrument
landing.
INSTRUMENT OPERATION-An aircraft operation in accordance with an IFR flight plan or an
operation where IFR separation between aircraft is provided by a terminal control facility or air route
traffic control center (see also).
INSTRUMENT RUNWAY-A runway equipped with electronic and visual air navigation aids and
for which a straight-in (precision or nonprecision) approach procedure has been approved or is
planned.
INTEGRATED NOISE MODEL (INM)-A computer model developed by the FAA and required
by the FAA for use in environmental assessments, environmental impact statements, and FAR Part
150 studies for developing existing and future aircraft noise exposure maps.
Lmax – See MAXIMUM SOUND LEVEL
LAND USE COMPATIBILITY-The compatibility of land uses surrounding an airport with airport
activities and particularly with the noise from aircraft operations.
LAND USE COMPATIBILITY ASSURANCE-Documentation provided by an airport sponsor to
the FAA related to an application for an airport development grant. Its purpose is to assure that a
reasonably appropriate action has been taken or will be taken to restrict the use of land adjacent to
the airport or in the immediate vicinity of the airport to activities and purposes compatible with
normal airport operations, including the landing and takeoff of aircraft.
LAND USE CONTROLS-Controls established by local or state governments to implement land use
planning. The controls include zoning, subdivision regulations, land acquisition (in fee simple,
lease-back, or easements), building codes, building permits, and capital improvement programs (to
provide sewer, water, utilities, or other service facilities).
LAND USE PLANNING-Comprehensive planning carried out by units of local government, for all
areas under their jurisdiction, to identify the optimum uses of land and to serve as a basis for the
adoption of zoning or other land use controls.
LESS-THAN-FEE ACQUISITION-The purchase of development rights (see also) from
landowners by airport sponsors in areas that should remain at very low densities or in open space
uses. The airport sponsor negotiates with the landowner to determine the fair market value of the
unused development rights. Once sold, the land cannot be developed except in specified uses. (See
FEE SIMPLE LAND ACQUISITION.)
LOCALIZER (LOC)-Navigational equipment that provides electronic course guidance. The
ground-based equipment sends two signals, which, when received and receded by airborne
equipment with equal intensity, indicate that the aircraft is on course. If the received and receded
signals have unequal intensity, then the aircraft is off course. A localizer is the part of an ILS (see
also) that provides lateral and longitudinal course guidance to the runway.
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LOCALIZER-TYPE DIRECTIONAL AID (LDA)-A navigational aid used for nonprecision
instrument approaches with utility and accuracy comparable to a localizer; however, it is not part of a
complete ILS and its signal is not typically aligned with the runway.
LOUDNESS-The judgment of the intensity of a sound by a person, loudness depends primarily on
the sound pressure of the stimulus. Over much of the loudness range, it takes about a threefold
increase in sound pressure (approximately 10 decibels) to produce a doubling of loudness.
MAXIMUM SOUND LEVEL (Lmax) – The maximum a-weighted sound level, in dBA, for a given
noise event.
MISSED APPROACH-An approach that is not completed with a landing due to lack of visual
reference (see MISSED APPROACH POINT), the presence of other aircraft on or too near the
runway, instructions from air traffic control to execute a missed approach, or other reasons.
MISSED APPROACH POINT (MAP)-A point during an instrument approach procedure at which,
if the visual reference to continue the approach does not exist (i.e., the pilot cannot see the runway or
visual guidance to the runway), a missed approach procedure must be executed.
MITIGATION MEASURE-An action that can be planned or taken to alleviate (mitigate) an
adverse environmental impact. Mitigation includes:
(1) Avoiding the impact altogether by not taking a certain action or parts of an action.
(2) Minimizing the impact by limiting the degree or magnitude of the action and its
implementation.
(3) Rectifying the impact by repairing, rehabilitating, or restoring the affected environment.
(4) Reducing or eliminating the impact over time by preservation and maintenance operations
during the life of the action.
(5) Compensating for the impact by replacing or providing substitute resources or
environments.
A proposed airport development project or alternatives to that project may constitute a mitigation
measure.
NAVAID-See AIR NAVIGATION FACILITY.
NEPA-National Environmental Policy Act of 1969. (Public Law 91-190.)
NOISE-Noise is any sound that is considered to be undesirable because it interferes with speech and
hearing, or is intense enough to damage hearing, or is otherwise annoying.
NOISE ABATEMENT PROCEDURES-Changes in runway use, flight approach and departure
routes and procedures, and other air traffic procedures that are intended to shift adverse aviation
effects away from noise-sensitive areas (such as residential neighborhoods).
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NOISE ATTENUATION OF BUILDINGS-The use of building materials to reduce noise through
absorption, transmission loss, and reflection of sound energy.
NOISE CONTOURS-Lines drawn on a map that connect points of equivalent noise exposure levels.
For aircraft noise analyses conducted using DNL (see DAY-NIGHT AVERAGE SOUND LEVEL),
noise contours are usually drawn in 5-DNL intervals, such as connections of DNL 75 exposure, DNL
70 exposure, DNL 65 exposure, and so forth.
NOISE CONTROL PLANS-Documentation by an airport sponsor of actions to be taken to reduce
the effect of aviation-related noise. These actions are to be taken by the sponsor either alone or in
cooperation with the FAA, airport users, and affected units of local government, and are developed
and implemented considering appropriate comments from affected citizens. Alternative actions
should be considered; particularly where proprietary use restrictions (see also) on aircraft operations
are involved.
NOISE EXPOSURE MAP (NEM)-A map prepared in accordance with FAR Part 150 or other FAA
environmental regulation that depicts actual (existing or historical conditions) or anticipated (future
conditions) aircraft noise exposure and the affected land uses. NEMs for future conditions may take
into account anticipated land use changes around the airport.
NOISE LEVEL REDUCTION (NLR)-The noise reduction between two areas or rooms is the
numerical difference, in decibels, of the average sound pressure levels in those areas or rooms. Noise
reduction is measured by combining the effect of the transmission loss performance of structures
separating the two areas or rooms and the effect of acoustic absorption in the receiving room.
NOISE-SENSITIVE LAND USE-A land use that can be adversely affected by high levels of
aircraft noise. Residences, schools, hospitals, religious facilities, libraries, and other similar uses are
typically considered to be noise-sensitive.
NONDIRECTIONAL RADIO BEACON (NDB)-A low/medium frequency radio beacon
transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction-finding
equipment can determine the aircraft’s bearing to or from the radio beacon and track to or from the
station.
NON-PRECISION INSTRUMENT APPROACH PROCEDURE-A standard instrument
approach procedure for which no glide slope guidance is provided. Typical non-precision instrument
approach procedures include VOR (see VERY HIGH FREQUENCY OMNIDIRECTIONAL
RANGE), GPS (see GLOBAL POSITIONING SYSTEM), NDB (see NONDIRECTONAL RADIO
BEACON), and LOC (see LOCALIZER) approach procedures. (See PRECISION INSTRUMENT
APPROACH PROCEDURE.)
NORMALLY UNACCEPTABLE-DNL higher than 65 but not higher than 75 decibels (see
UNACCEPTABLE)-the noise exposure is significantly more severe; barriers may be necessary
between the site and prominent noise sources to make the outdoor environment acceptable; special
building construction may be necessary to ensure that people indoors are sufficiently protected from
outdoor noise.
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OBJECT FREE AREA (OFA)-See RUNWAY OBJECT FREE AREA.
OBSTACLE FREE ZONE (OFZ)-The OFZ is a three-dimensional section of airspace that supports
the transition of ground-to-airborne-aircraft operations (and vice versa). The OFZ clearing standard
precludes taxiing and parked airplanes and object penetrations, except for frangible NAVAIDS, the
location of which is fixed by function. The runway OFZ; when applicable, the inner-approach OFZ;
and the inner-transitional OFZ compose the obstacle free zone.
OBSTRUCTION-An object that exceeds a limiting height or penetrates an imaginary surface
described by FAR Part 77.
PATTERN-The configuration or form of a flight path flown by an aircraft, or prescribed to be
flown, as in making an approach for landing.
PRECISION APPROACH PATH INDICATOR (PAPI)-An airport lighting facility in the
terminal area navigation system used under VFR conditions (see also), through a single row of two to
four lights, radiating high intensity red or white beams to indicate whether the aircraft is on, above,
or below the required runway glide slope. (See VISUAL APPROACH SLOPE INDICATOR.)
PRECISION INSTRUMENT APPROACH PROCEDURE-A standard instrument procedure for
a pilot to approach an airport, in which both electronic course guidance and an electronic glide scope
are provided. For example, an approach using an ILS is considered a precision instrument approach.
PREFERENTIAL RUNWAY USE (PROGRAM)-A noise abatement action whereby the FAA Air
Traffic Division, in conjunction with the FAA Airports Division, assists the airport sponsor in
developing a program that gives preference to the use of a specific runway(s), unless weather or
other conditions prevail, to reduce overflights of noise-sensitive areas.
PROPRIETARY USE RESTRICTIONS-Restrictions by an airport sponsor on the number, type,
class, manner, or time of aircraft operations at the airport. The ability of an airport sponsor to impose
proprietary use restrictions was significantly affected by passage of the Airport Noise and Capacity
Act of 1990 (see also).
RAMP-See APRON.
RELIEVER AIRPORT-An airport accommodating general aviation aircraft operations that might
otherwise have to be accommodated at a congested air carrier airport.
RETROFIT-The retroactive modification of existing jet aircraft engines for noise reduction
purposes.
RUNWAY – A defined rectangular area on an airport for the purpose of landing and taking off of
aircraft. Runways are numbered in relation to their magnetic direction, rounded to the nearest
10 degrees (i.e., Runway 14, Runway 32).
RUNWAY OBJECT FREE AREA-The runway object free area (OFA) is a two-dimensional
ground area surrounding the runway. The runway OFA clearing standard precludes parked aircraft
and objects, except objects whose location is fixed by function.
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RUNWAY PROTECTION ZONE (RPZ)-The RPZ (formerly referred to as the runway clear zone)
is trapezoidal in shape and centered about the extended runway centerline. It begins 200 feet beyond
the end of the area usable for takeoff or landing. Displacing the threshold does not change the
beginning point of the RPZ unless declared runway distances have been established by the airport
sponsor and approved by the FAA. The RPZ dimensions are functions of the design aircraft, type of
operation, and visibility minimums.
RUNWAY THRESHOLD-The beginning of that portion of a runway usable for landing.
RUNWAY USE PROGRAM-See PREFERENTIAL RUNWAY USE PROGRAM.
SEVERE NOISE EXPOSURE-Exposure to aircraft noise that is likely to interfere with human
activity in noise-sensitive areas--repeated vigorous complaints can be expected and group action is
probable. This exposure may be specified by a cumulative noise descriptor as a level of noise
exposure, such as DNL 75. (See SIGNIFICANT NOISE EXPOSURE.)
SHIELDING-The attenuation of a sound by placing walls, buildings, plants, or other barriers
between a sound source and the receiver. Also used with light to minimize impacts by introducing
manmade or natural elements to reduce or eliminate glare.
SIGNIFICANT EFFECT ON THE ENVIRONMENT-A substantial, or potentially substantial,
adverse change in any of the physical conditions within the area affected by the project, including
land, air, water, minerals, flora, fauna, ambient noise, and objects of historic or aesthetic significance.
An economic or social change by itself is not considered a significant effect on the environment.
However, a social or economic change that is related to a physical change may be considered in
determining whether a physical change is significant.
SIGNIFICANT NOISE EXPOSURE-Exposure to aircraft noise that is likely to interfere with
human activity in noise-sensitive areas; individual complaints may be expected and group action is
possible. This exposure may be specified by a cumulative noise descriptor as a level of noise
exposure, such as DNL 65. (See SEVERE NOISE EXPOSURE.)
SINGLE EVENT-Noise generated by a single event, such as a single aircraft flyover.
SOUND EXPOSURE LEVEL (SEL)-SEL is a time-integrated measure, expressed in decibels, of
the sound energy of a single noise event. The sound level is integrated over the period that the level
exceeds a threshold (normally 65 dBA for aircraft noise events). Therefore, SEL accounts for the
duration of the sound. SELs for aircraft noise events depend on the location of the aircraft, the type
of operation (landing, takeoff, or overflight), and the type of aircraft.
SOUND INSULATION- (1) The use of structures and materials designed to reduce the transmission
of sound from one room or area to another, or from the exterior to the interior of a building. (2) The
degree of reduction in sound transmission, or noise level reduction (see also), by means of soundinsulating structures and materials.
SOUND LEVEL (NOISE LEVEL)-The weighted sound pressure level obtained by the use of a
sound level meter having a standard frequency filter for attenuating part of the sound spectrum.
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SOUND LEVEL METER-An instrument consisting of a microphone, an amplifier, an output meter,
and frequency-weighting networks used to measure noise and sound levels in a specified manner.
STANDARD TERMINAL ARRIVAL ROUTE (STAR)-A preplanned and published instrumental
arrival route.
TERPS-Certain airspace needs to be cleared for aircraft operations. This airspace is determined by
the application of operating rules and terminal instrument procedures (TERPS). Removing
obstructions to air navigation, except those that an FAA aeronautical analysis determined need not be
removed, satisfies these requirements. Subpart C of FAR Part 77 defines obstructions to air
navigation. (See FAA HANDBOOK 8260.3B.)
TERMINAL RADAR APPROACH CONTROL (TRACON)-Radar approach facility for an
airport.
TOWER-See AIRPORT TRAFFIC CONTROL TOWER (ATCT).
TRANSFER OF DEVELOPMENT RIGHTS (TDR)-TDR involves separate ownership and use of
the various rights associated with a parcel of real estate. Under TDR, some of the property’s
development rights (see also) are transferred to another location, where they may be used to intensify
allowable development. For example, lands within an area affected by aircraft noise could be kept in
open space or agricultural uses, and development rights for residential or other uses could be
transferred to locations outside the area. Landowners could be compensated for the transferred rights
by their sale at the new locations, or the airport sponsor could purchase the rights. Depending on
market conditions and legal requirements, the airport sponsor could either hold or resell the rights.
URBAN GROWTH MANAGEMENT-The identification and management of the demands on
municipal facilities, improvements, or services created by any proposed residential, commercial,
industrial, or other type of development. Urban growth management is intended to (1) provide the
means for satisfying such demands, (2) identify any harmful effects of development, and (3) protect
the jurisdictions and their residents against such harmful effects by minimizing the costs of municipal
facilities, improvements, and services. The intent of urban growth management is usually not to
prevent development or growth, but rather to avoid free or disorganized development or growth in
the urban growth management area, which is generally located in and around the fringe of an urban
area. The urban growth management area usually is either relatively undeveloped or predominantly
agricultural and lacks most, if not all, municipal facilities, improvements, or services.
UNACCEPTABLE-DNL above 75 decibels-Noise exposure at the site is so severe that the
construction cost to make the indoor noise environment acceptable may be prohibitive and the
outdoor environment would still be unacceptable.
VERY HIGH FREQUENCY (VHF) OMNIDIRECTIONAL RANGE (VOR)-A radio transmitter
facility in the navigation system radiating a VHF radio wave modulated by two signals, the relative
phases of which are compared, resolved, and displayed by a compatible airborne receiver to give the
pilot a direct indication of bearing relative to the facility.
VFR-See VISUAL FLIGHT RULES.
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VFR AIRPORT-An airport without an authorized or planned instrument approach procedure.
VISUAL APPROACH-An approach to an airport wherein an aircraft on an IFR flight plan,
operating in VFR conditions under the control of a radar facility and having air traffic control
authorization, may deviate from the prescribed instrument approach procedure and proceed to and
land at the airport of destination, served by an operational ATCT, by visual reference to the surface.
VISUAL APPROACH SLOPE INDICATOR (VASI)-An airport lighting facility in the terminal
area navigation system used primarily under VFR conditions. It provides vertical visual guidance to
indicate whether the aircraft is on, above, or below the glide slope to the runway. (See PRECISION
APPROACH PATH INDICATOR.)
VISUAL FLIGHT RULES (VFR)- A set of regulations that a pilot may operate under when
weather conditions meet certain minimum requirements. The requirements are designed to provide
sufficient visibility so that other aircraft can be seen and avoided. Under VFR, the pilot generally
controls the attitude of the aircraft by relying on what can be seen out the window, although this may
be supplemented by referring to the instrument panel.
VISUAL FLIGHT RULE (VFR) CONDITIONS- Meteorological conditions under which VFR
flight is permitted. For VFR flight certain requirements for visibility, ceilings (for takeoffs and
landings), and cloud clearances must be met.
VISUAL RUNWAY-A runway intended solely for the operation of aircraft using visual approach
procedures, with no straight-in instrument approach procedure and no instrument designation
indicated on an FAA-approved Airport Layout Plan, or by any planning document submitted to the
FAA by competent authority.
ZONING AND ZONING ORDINANCES-Ordinances that divide a community into zones or
districts according to the current and potential use of properties for the purpose of controlling and
directing the use and development of those properties. Zoning is concerned primarily with the use of
land and buildings, the height and bulk of buildings, the proportion of a lot that buildings may cover,
and the density of population of a given area. As an instrument for noise compatibility plan
implementation, zoning deals principally with the use and development of privately owned land and
buildings. The objectives of zoning are to establish regulations that provide locations for all essential
uses of land and buildings and ensure that each use is located in the most appropriate place. In noise
compatibility planning, zoning can be used to achieve two major aims: (1) to reinforce existing
compatible land uses and promote the location of future compatible uses in vacant or underdeveloped
land, and (2) to convert existing incompatible uses to compatible uses over time.
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Appendix B
Summary of Community Land Use Plans and Zoning
The Washington metropolitan area is one of the fastest growing and most prosperous regions in the
country. The area is home to approximately 4.5 million people and employs 2.8 million workers.
The region's economy ranks fourth in the nation, after New York, Los Angeles, and Chicago. It is the
sixth most populous region in the United States and ranks fifth in number of jobs. The Washington
metropolitan area straddles the Potomac River, which forms the border between Maryland and
Virginia. The region is centered around the District of Columbia, located on the Maryland side of the
river.
The land use plans for the following communities are summarized in this appendix: Arlington
County, the City of Alexandria, and Fairfax County in Virginia; Washington, D.C.; and Montgomery
County and Prince George’s County in Maryland. Each of these jurisdictions has a planning and
zoning department that is responsible for developing and implementing its land use plans. Much of
the material for this appendix was taken from the websites of these planning and zoning departments.
All jurisdictions participate in the Metropolitan Washington Council of Governments (MWCOG),
which provides a forum for developing consistent regional land use, transportation, environmental,
economic development, and other plans. Additionally, the two Maryland counties participate in the
Maryland National Capital Park and Planning Commission, further integrating their planning
functions.
B.1
Arlington County, Virginia
The basic characteristics of Arlington County, within which Ronald Reagan Washington National
Airport (the Airport) is located, are discussed in this section, along with existing and planned land
use development patterns.
B.1.1
Physical Profile
Arlington County, Virginia, is an urban county located across the Potomac River from Washington,
D.C. Arlington County encompasses about 26 square miles along the west bank of the Potomac
River, south and east of Fairfax County and north of the City of Alexandria.
B.1.2
Demographic Profile
According to the 2000 Census figures, Arlington County has 189,453 residents, a 10.8 percent
increase from the 1990 Census. In 2000, among Arlington County residents that were of one race,
68.9 percent were Caucasian, 9.3 percent were African-American, 8.7 percent were Asian or Pacific
Islander, 0.3 percent were American Indian or Alaska Native, and 8.3 percent were some other race.
Multi-racial residents make up 4.3 percent of the county population. The county’s Hispanic
population has increased 52.7 percent since 1990, resulting in a multi-racial Hispanic population,
forming 18.6 percent of the total population. A large immigrant community is found in Arlington
County: 28 percent of the residents were born in another country. Arlingtonians have a higher than
average educational level; 64 percent of men and 57 percent of women have a college degree. The
median family income in 2000 was $78,877, and the average household size is 2.15 persons.
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B.1.3
Existing Land Use
Arlington County is largely developed and is one of the most densely populated jurisdictions in the
country with 7,700 persons per square mile. There is also dense commercial development,
predominantly concentrated around Metrorail stations, but relatively little industrial development.
There is considerable redevelopment of residential and commercial properties, particularly of office
and retail space. Arlington has focused high-density commercial and residential development around
Metrorail stations in the Rosslyn-Ballston corridor and the Jefferson Davis corridor (which includes
Pentagon City and Crystal City) just west of the Airport, while maintaining lower density
development in the remainder of the County.
Arlington's tax base is evenly divided between commercial and residential properties, enabling the
county to maintain one of the lowest tax rates in the Washington metropolitan area. Office space
totaled over 40.6 million square feet of gross floor area at the end of 2003. Residential development
continues to include a combination of single-family homes, townhomes, and multifamily units.
Arlington’s already limited industrial base has continuously decreased since the 1950s. Almost half
of the industrial-zoned areas have since been transformed into high-density mixed-use developments.
Two out three businesses in industrial-zoned areas are commercial service.
B.1.4
Projected Land Use
Arlington County uses a General Land Use Plan as its primary policy guide for the future
development of the County. Future trends include continued redevelopment of existing properties
and development of the few remaining undeveloped parcels, according to the existing focus on mixed
use in both medium- and high-density projects. There are ongoing and approved development
projects in the Rosslyn-Ballston Corridor and Jefferson Davis Corridor, which include the Pentagon
City/Crystal City area. Projects in these areas will provide new residential, service, office, and retail
space.
B.2
City of Alexandria, Virginia
The basic characteristics of the City of Alexandria, the demographics of the community, and the
existing and anticipated future land use patterns are discussed in this section.
B.2.1
Physical Profile
Alexandria is located on the west bank of the Potomac River, 6 miles south of Washington, D.C. and
9 miles north of Mount Vernon, the home of George Washington. Alexandria offers significant
historic sites and resources, a vibrant downtown and waterfront, residential neighborhoods, widely
diverse citizenry, and a location adjacent to the nation’s capital. The City of Alexandria was founded
in 1749 and currently encompasses 15.75 square miles (10,080 acres), of which 946.7 acres are
public parks and open space. The average elevation is 30 feet above mean sea level.
B.2.2
Demographic Profile
According to the 2000 U.S. Census, the population of the City of Alexandria was 128,283, a 15.4
percent increase from the 1990 Census. According to the 2000 Census, Alexandria’s residents are
reported as 59.8 percent Caucasian, 22.5 percent African American, 5.8 percent Asian or Pacific
Islander, 0.3 percent Native American, and 11.7 percent other or multi-racial. Of this group, 14.7
percent are Hispanic or Latino and members of different categories. The median household income
in 2000 was $56,054, slightly higher than the national average, and the average household size was
2.04 persons. Alexandria residents have achieved the following educational levels: 87% have a high
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school diploma or higher, 49% have a Bachelor’s degree or higher, and 19% have a graduate or
professional degree.
B.2.3
Existing Land Use
The City of Alexandria consists primarily of residential and commercial areas interconnected by
mixed-use corridors. There is considerable open space and a moderate amount of industrial use.
According to the 2000 Census, there were 64,251 dwelling units in Alexandria. This number
increased to 68,721 units by 2003, of which 32 percent are single-family homes, 21 percent are
condominiums, and 47 percent are rental apartments. As an international business and technology
center, Alexandria is home to Northern Virginia's second largest concentration of technology
operations. In addition, the city has become the nation's fourth largest center for national trade and
professional association headquarters.
B.2.4
Projected Land Use
The various communities and sections of Alexandria face different development/redevelopment
pressures, have different land use planning needs, and are likely to choose different development
paths in the future. City planners are currently focused on developing a comprehensive approach to
future land use that is considerably more “proactive” than in the past, and that works toward
establishing community goals and values.
There will be some improvements to vacant land in undeveloped areas of the city, such as
Eisenhower Valley. Older neighborhoods and properties along older corridors are expected to
experience significant redevelopment and improvement. The city is interested in encouraging private
investment in this revitalization and managing the process so that neighborhood integrity is not
diminished. In some areas, there has been an intensification of uses on small parcels of either
residential or commercial land that is in excess of or incompatible with the surrounding scale and
density of development. Planners intend to work with stakeholders to identify the best approach to
allow infill of these areas, integrating them into the overall community without changing the
character of the existing communities. Existing industrial areas are expected to continue transitioning
to residential or office uses. This threat to the small amount of remaining industrial land in the city
must be managed to minimize potential conflicts between industrial and residential uses.
B.3
Fairfax County, Virginia
The basic characteristics of Fairfax County, the county demographics, and the existing and
anticipated future county land use patterns are discussed in this section.
B.3.1
Physical Profile
Fairfax County, Virginia, was formed in 1742 from an English settlement. The county was originally
quite large, but has been reduced by land ceded for the creation of Loudon County to the west and
the District of Columbia and other jurisdictions to the east. Fairfax County currently covers 395
square miles west of the Potomac River.
B.3.2
Demographic Profile
In 2000, Fairfax County had 969,749 residents in 350,714 households, resulting in an average
household size of 2.74 persons. Of these residents, 69.9 percent are Caucasian, 8.6 percent are
African American, 13.1 percent are Asian or Pacific Islander, 8.2 percent are multi-racial or from
other racial groups. Hispanics account for 11 percent of the total population. Median household
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income is $85,310 (2002). The overwhelming majority, 91.4 percent, of all residents graduated from
high school and 55.9 percent are college graduates.
B.3.3
Existing Land Use
Once a rural area dotted with farms, Fairfax County is a growing metropolis with a thriving
technology industry. Until recently, the county was primarily residential. Of more than 370,000
residential dwelling units in the county, 50 percent are single-family homes, 24 percent are
townhomes, and 26 percent are apartments or condominiums. In the past 20 years, commercial
development has increased considerably and Fairfax County now has one of the largest
concentrations of retail shopping on the East Coast. Development that provides employment has also
increased rapidly, particularly office space construction. Much of this commercial growth has
occurred in areas zoned for industrial use, but where other uses are permitted. The scattering of this
growth, however, and the poor integration of low-density housing and employment uses, has stressed
the transportation system considerably. There is also significant agricultural land use and a moderate
amount of industrial land use.
B.3.4
Projected Land Use
By 2025, the population of Fairfax County is expected to grow more than 20 percent, to 1,182,710.
The considerable undeveloped land in the County is expected to be developed to meet the demands
of this growth with a combination of residential units, office and service areas, retail space,
transportation facilities, and open space and conservation lands. Future growth is likely to take place
in more concentrated, mixed-use patterns intended to improve efficiency and productivity and
address some of the problems resulting from the current dispersal of residential, employment, and
retail centers.
B.4
Washington, D.C.
The basic characteristics of the City of Washington, D.C.; the demography of the District of
Columbia, and the existing and anticipated future land use patterns are discussed in this section.
B.4.1
Physical Profile
The District of Columbia, equivalent to the City of Washington, is the urban center of the
Washington metropolitan area. The city is bordered by Arlington County and the city of Alexandria
in Northern Virginia, Montgomery and Prince George's counties in Maryland, and the Potomac
River. Washington is a densely developed urban community of approximately 61.9 square miles. The
city was planned by Major Pierre Charles L'Enfant, a French engineer, and is based on a systematic
grid of streets running east and west (named for letters), north and south (numbered streets), and
diagonals (named for states). The city is divided into quarters designated NE, NW, SW and SE. The
land is predominantly level terrain and is at sea level for much of the downtown area, part of which
was reclaimed from swampland.
B.4.2
Demographic Profile
The culturally and ethnically diverse population of Washington, D.C. in 2000 numbered 572,059,
with an average household size of 2.16 persons. Population declined 5.7 percent from 1990 to 2000.
The ethnic and racial distribution of the District is 30.8 percent Caucasian, 60.0 percent African
American, 2.8 percent Asian or Pacific Islander, and 6.2 percent of another race or multiple races.
Hispanics are among the previously mentioned racial groups and account for 7.2 percent of the
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overall population. Median household income in Washington is $43,011. Approximately 82 percent
of all residents have graduated from high school and 37 percent have graduated from college.
B.4.3
Existing Land Use
The District includes significant residential and government land uses together with commercial
development, parks and open spaces, and a small amount of industrial use. Overall, Washington has a
population density of 9,316 persons per square mile. The number of housing units in the District
declined from 278,489 in 1990 to 274,845 in 2000. The most recent population estimates available
indicate that about 35 percent of these units are owner occupied while renters occupied about 54
percent, and about 11 percent are vacant. After residential properties, the second largest category of
land use is government, representing approximately 22.9 square miles controlled by the federal
government and foreign governments (in the form of embassies and consulates). This federal land
includes office space as well as national monuments, parks, and museums. Recently, the
Washington, D.C., Central Employment Area has expanded through the development of a number of
large commercial projects.
B.4.4
Projected Land Use
The U.S. Department of Commerce, Bureau of the Census predicts that the District’s population will
begin increasing again by the year 2005 and projects that the population will increase to 702,000 by
the year 2025. Current land uses are not expected to change in the foreseeable future so, to address
this growth, existing public and privately held properties must be redeveloped and revitalized. To
accomplish this, the District government is committed to using its public assets to improve the
quality of life and economic health of its neighborhoods. To keep these communities as places of
diverse cultures, incomes, and land uses, the government works with local citizens and developers to
turn publicly owned parcels into neighborhood assets.
B.5
Montgomery County, Maryland
The basic characteristics of Montgomery County, the demography of the county, and the existing
and anticipated future land use patterns are discussed in this section.
B.5.1
Physical Profile
Montgomery County, located north and east of the District of Columbia, is Maryland's most
populous and affluent jurisdiction. The County includes 497 square miles of rolling terrain with small
hills. The southern part of the county, adjacent to the District, is approximately 52 feet above mean
sea level; the northern part of the county is at approximately 850 feet above mean sea level.
B.5.2
Demographic Profile
The 2000 Census documented 873,341 persons living in Montgomery County, with approximately
2.66 persons per household, of which 64.8 percent are Caucasian, 15.1 percent are African American,
11.3 percent are Asian, and 8.8 percent are of multiple racial origins or other racial or ethnic groups.
Of this total population, approximately 11.5 percent are of Hispanic or Latino origin, divided among
white and non-white racial groups. The population increased 14.5 percent between 1990 and 2000.
Median household income in 1999 was $71,551. In Montgomery County, 90.3 percent of the
residents graduated from high school and 54.6 percent graduated from college.
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B.5.3
Existing Land Use
Montgomery County includes substantial areas of agricultural, forested, and park lands. Population
density in Montgomery County is approximately 1,762 persons per square mile, one of the lowest
densities in the Washington metropolitan area. Residential areas are concentrated in the southern
portion of the county, near the District of Columbia, Metrorail stations, and other transportation
corridors. In contrast to Fairfax County across the Potomac River, Montgomery County planners
have intentionally encouraged integration of residential, employment, and retail land uses.
B.5.4
Projected Land Use
Montgomery County has established a future land use plan within its General Plan, known as
“Wedges and Corridors”. The General Plan guides the County’s growth by concentrating jobs and
housing inside the Beltway and along the I-270 corridor, and protecting large areas of the county for
agricultural and open space uses. This land use vision directs growth to mixed-use activity centers
and Metrorail station areas. Development will be focused in areas with existing infrastructure and
services, including transit stations, schools, and other community facilities. Master plans will foster
the creation of communities that offer access to a mix of uses, an interconnected system of local
streets, quality streetscapes, and transportation choices (roads, rail transit, buses, walking, and
bicycling). Agricultural and rural open space preservation will continue. Some future jobs and
housing growth will shift from rural areas to designated growth areas.
B.6
Prince George’s County, Maryland
The basic characteristics of Prince George’s County, the demography of the county, and the existing
and anticipated future land use patterns are discussed in this section.
B.6.1
Physical Profile
Established in 1696, Prince George’s County encompasses 485 square miles and is located east and
south of the District of Columbia and Ronald Reagan Washington National Airport. Prince George’s
County has an urban atmosphere in the neighborhoods near Washington, D.C., but maintains rural
and scenic areas outside the Beltway. Named for Prince George of Denmark, husband of Princess
Anne, heir to the throne of England, the county consists of a piedmont and plains region bounded by
the Patuxent River to the northeast and east and the Potomac River (constituting the border with
Virginia) to the west.
B.6.2
Demographic Profile
Prince George’s County is home to 801,515 people, with an average of 2.74 persons in each
household and a wide diversity of cultural and ethnic backgrounds. Population in the county
increased 10.9 percent from the 1990 number. The racial and ethnic balance includes 27 percent
Caucasian, 62.7 percent African American, 4 percent Asian or Pacific Islander, and 6 percent of
mixed race or other racial or ethnic groups. Of the total population, approximately 7.1 percent are of
Hispanic or Latino origin, divided among the racial groups noted above. Reflecting the strong
immigrant community, 13.8 percent of county residents were born outside the United States and 15.9
percent of households speak a language other than English at home. Median household income in
Prince George’s County is $55,256; 84.9 percent of the residents graduated from high school and
27.2 percent graduated from college
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B.6.3
Existing Land Use
Land use in Prince George’s County is a combination of industrial, residential, retail, office,
institutional, and open space. Generally, there are medium- to high-density residential and
commercial use areas near the District of Columbia and within the Beltway, changing to rural areas
farther out. In 2000, there were 286,610 households in the county. Commercial and office use
generally dominates the major road corridors, with residential development nearby. There are
substantial portions of light industrial land use, also located around transportation corridors.
There are 22,000 acres (34.4 square miles) of parkland in the county. A Historic Preservation
Commission is responsible for preserving the character of 550 properties that have been designated
as historically significant. Portions of the county in Chesapeake Bay Critical Areas are also subject to
restrictions.
B.6.4
Projected Land Use
Between 2000 and 2025, it is expected that the county will add 162,940 jobs, 139,373 residents, and
81,153 dwelling units. To address this anticipated growth, the Prince George's County Council
approved a new General Plan on October 7, 2002. The 2002 General Plan stresses intensive
development in Centers, most of which are located around the county's Metrorail and Maryland light
rail stations. The plan also divides the county into three development tiers (Developed, Developing,
and Rural) in recognition of differing goals and the need for different policies in attaining those goals
in various parts of the county. To manage development, county regulations require that the Planning
Board determine that transportation facilities in the vicinity of the subdivision will be adequate to
serve it before a new subdivision can be approved.
B.6.5
Land Use Control Regulations and Zoning
Zoning is the traditional mechanism used by local governments to control land use. Zoning controls
the location, type, and intensity of new urban land uses, and can be an important tool in preventing
incompatible land uses from locating around airports. The legal basis for zoning powers is to protect
the public health, safety, and welfare of residents. Since the establishment of zoning powers early in
this century, the courts have been consistent in confirming broad discretion to local governments in
carrying out their zoning powers, provided that zoning land use designations are based on a sound
land use policy plan.
The zoning categories used by the City of Alexandria, Arlington County, Montgomery County,
Prince George’s County, the District of Columbia, and Fairfax County are described in Appendix B.
The naming conventions used by each jurisdiction are reproduced here, introducing some slight
inconsistency between jurisdictions. The regulations reviewed here are summaries rather than
exhaustive explanations of the uses permitted and constraints imposed.
B.7
City of Alexandria
B.7.1
Residential: Single-Family and Two-Family Zone Regulations
R-20/Single-family zone – The R-20 zone is established to provide and maintain land areas for lowdensity residential neighborhoods of single-family homes on 20,000 square foot lots. Nonresidential
uses of a noncommercial nature, which are related to, supportive of, and customarily found in a
residential neighborhood, are also permitted.
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R-12/Single-family zone – The R-12 zone is established to provide and maintain land areas for lowdensity residential neighborhoods of single-family homes on 12,000 square foot lots. Nonresidential
uses of a noncommercial nature, which are related to, supportive of, and customarily found in a
residential neighborhood, are also permitted.
R-8/Single-family zone – The R-8 zone is established to provide and maintain land areas for lowdensity residential neighborhoods of single-family homes on 8,000 square foot lots. Nonresidential
uses of a noncommercial nature, which are related to, supportive of, and customarily found in a
residential neighborhood, are also permitted.
R-5/Single-family zone – The R-5 zone is established to provide and maintain land areas for lowdensity residential neighborhoods of single-family homes on 5,000 square foot lots. Nonresidential
uses of a noncommercial nature, which are related to, supportive of, and customarily found in a
residential neighborhood, are also permitted.
R-2-5/Single and two-family zone – The R-2-5 zone is established to provide and maintain land
areas for low-density residential neighborhoods of single-family and two-family homes on 5,000
square foot lots. Nonresidential uses of a noncommercial nature, which are related to, supportive of,
and customarily found in a residential neighborhood, are also permitted.
B.7.2
Residential: Townhouse and Multifamily Zone Regulations
RA/Multifamily zone – The RA zone is established to provide and maintain land areas for medium
density residential neighborhoods in which apartments predominate and in which single-family, twofamily and townhouse development is permitted. Nonresidential uses of a noncommercial nature,
which are related to, supportive of, and customarily found in such residential neighborhoods, are also
permitted.
RB/Townhouse zone – The RB zone is established to provide and maintain land areas for medium
density residential neighborhoods in which single-family, two-family and townhouse dwellings are
permitted. Nonresidential uses of a noncommercial nature, which are related to, supportive of, and
customarily found in such residential neighborhoods, are also permitted.
RCX/Medium density apartment zone – The RCX zone is established to provide and maintain land
areas for medium density apartment buildings and to permit limited commercial uses in such
structures. Nonresidential uses of a noncommercial nature, which are related to, supportive of, and
customarily found in such residential neighborhoods, are also permitted.
RC/High density apartment zone – The RC zone is established to provide and maintain land areas
for high-density apartment buildings and to permit limited commercial uses in such structures.
Nonresidential uses of a noncommercial nature, which are related to, supportive of, and customarily
found in such residential neighborhoods, are also permitted.
RD/High density apartment zone – The RD zone, originally established to provide land areas for
high rise, high-density multifamily structures, was amended to prohibit any additional land being so
zoned after March 24, 1965. It remains a viable zone only insofar as its regulations govern the use
and development of that land which was zoned RD prior to March 24, 1965.
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RM/Townhouse zone – The RM zone is established to provide and maintain land areas for medium
density residential neighborhoods of single-family, two-family and townhouse dwellings.
Nonresidential uses of a noncommercial nature, which are related to, supportive of, and customarily
found in such residential neighborhoods, are also permitted.
RS/Townhouse zone – The RS zone is established to provide land areas for low to medium density
townhouse development of approximately 15 units per acre, which may be appropriate for infill sites
in proximity to neighborhoods of single-family detached homes.
RT/Townhouse zone – The RT zone is established to provide land areas for low-density residential
townhouse development at approximately nine units per acre, which may be appropriate for infill
sites in proximity to neighborhoods of low density single-family detached homes.
B.7.3
Commercial, Office and Industrial Zone Regulations
CL/Commercial low zone – The CL zone is intended to provide for small scale retail and service
uses offering pedestrian oriented shopping and services for individual consumers and households
located primarily in nearby residential areas. Proximity to residences requires that commercial
operations be conducted at a scale and intensity commensurate with nearby residential development
and be developed and designed so as to be in character with such development.
CC/Commercial community zone – The CC zone is intended to provide for small scale retail and
service uses offering both automobile and pedestrian oriented shopping and services for those
selected sites that need special treatment because they are adjacent to both major roads and
residential development. Proximity to residences requires that commercial uses be limited to those
most compatible with nearby residential development.
CSL/Commercial service low zone – The CSL zone is intended to provide for light service and
industrial uses compatible in operations and character with nearby residential neighborhoods and
properties. Proximity to residences requires that commercial operations be conducted at a scale and
intensity commensurate with nearby residential development, be developed so as to be in character
with such development and not to be detrimental to it.
CG/Commercial general zone – The CG zone is intended to provide for retail and service uses,
including automobile oriented businesses, in community serving shopping centers along major roads.
Although office uses are permitted, the zone is not intended as an area for office centers.
CD/Commercial downtown zone – The CD zone is intended to provide for an urban mix of retail,
office, service, hotel, residential and civic functions for the city's downtown business core. The
location of the zone in and near the Old and Historic Alexandria District requires that such uses be
compatible with nearby residential housing and with that area generally.
CD-X/Commercial downtown zone (Old Town North) – The CD-X zone is intended to provide for
an urban mix of retail, office, service, hotel, residential and civic functions for the Old Town North
area of the city.
CR/Commercial regional zone – The CR zone is intended to provide areas suitable for large scale
shopping centers serving regional needs. Such centers are characterized by uses offering retail
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comparison shopper goods, locations accessible from regional highways, and an integrated and
connected complex of structures with internal roadways.
OC/Office commercial zone – The OC zone is designed to allow areas for primarily office use of
moderate density and relatively low heights. Uses compatible with small-scale offices such as retail,
hotel, residential, commercial and service uses are also allowed.
OCM(50)/Office commercial medium (50) zone – The OCM (50) zone is designed to allow areas
of primarily office use at moderate densities and heights in areas of the city where higher densities
and heights are inappropriate either because the access to major transportation facilities is limited or
because the area is close to residential areas or both.
OCM(100)/Office commercial medium (100) zone – The OCM(100) zone is designed to allow
areas of primarily office use at moderate densities in areas of the city where higher densities are
inappropriate either because the access to major transportation facilities is limited or because the area
is close to residential areas or both but where greater heights will not negatively impact adjacent
areas.
OCH/Office commercial high zone – The OCH zone is designed to allow office centers in those
areas suitable for high density and heights.
I/Industrial zone – The I zone is established to provide areas for light to medium industrial use,
including service, distribution, manufacturing, wholesale and storage facilities at low densities in
areas of the city which will not negatively impact adjacent neighborhoods.
UT/Utilities and transportation – The UT zone is established to provide land areas in the city for
utility and transportation uses.
NR/Neighborhood retail zone (Arlandria) – The NR zone is established to provide for a retail zone
consistent with close proximity to residential neighborhoods.
B.7.4
Mixed Use Zone Regulations
CRMU-L/Commercial residential mixed use (low) – The intent of the CRMU-L zone is to
establish a zoning classification which permits developments that include a mixture of residential,
commercial, cultural, and institutional uses in a single structure or multiple but integrated and related
structures; to encourage the conservation of land resources, the minimization of automobile travel
and the location of employment and retail centers in proximity to housing; and to promote the
development of mixed use projects by allowing greater density
CRMU-M/Commercial residential mixed use (medium) – The intent of the CRMU-M zone is to
establish a zoning classification which permits developments that include a mixture of residential,
commercial, cultural, and institutional uses in a single structure or multiple but integrated and related
structures; to encourage a diversification of uses in unified projects located in proximity to metro
stations in order to encourage the conservation of land resources, minimization of automobile travel,
and the location of employment and retail centers.
CRMU-H/Commercial residential mixed use (high) – The intent of the CRMU-H zone is to
establish a zoning classification which permits developments that include a mixture of residential,
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commercial, cultural, and institutional uses in a single structure or multiple but integrated and related
structures; to encourage a diversification of uses in unified projects located in proximity to metro
stations in order to encourage the conservation of land resources, minimization of automobile travel,
and the location of employment and retail centers.
CRMU-X/Commercial residential mixed use (Old Town North) zone – The intent of the CRMUX zone is to establish a zoning classification which permits developments that include a mixture of
residential, commercial, cultural, and institutional uses in a single structure or multiple but integrated
and related structures; to encourage the conservation of land resources, the minimization of
automobile travel and the location of employment and retail centers in proximity to housing; to
promote the development of mixed use projects by allowing greater densities.
W-1/Waterfront mixed use zone – The W-1 zone is intended to promote mixed use development
with suitable public amenities along appropriate portions of the city's waterfront by permitting a
mixture of residential, commercial, cultural and institutional uses and by allowing greater densities
than would otherwise be permitted to the extent the proposed mix of uses, the design and the location
warrant.
CDD/Coordinated development district – The CDD is established for those areas that are of such
size or are so situated as to have significant development related impacts on the city as a whole or a
major portion thereof and in order to promote development consistent with the master plan. A site
zoned CDD is intended for a mixture of uses to include office, residential, retail, hotel and other uses
with appropriate open space and recreational amenities to serve the project users and residents of the
city.
B.7.5
Special and Overlay Zone Regulations
POS/Public open space and community recreation zone – The POS zone is intended to preserve
and enhance Alexandria's publicly owned open space and recreational areas and to protect the natural
and developed amenities they possess by allowing only that development which respects and is
consistent with those amenities. This zone is intended to apply to all publicly owned open spaces,
parks, recreation facilities and similar areas.
WPR/Waterfront park and recreation zone – The purpose of the WPR zone is to enhance the
vitality of the Alexandria waterfront by providing for parks, open spaces and recreational
opportunities linked by a continuous pedestrian promenade.
Floodplain district – There are established floodplain districts throughout the city as shown on a
map entitled "Floodplain Map, The City of Alexandria, Alexandria, Virginia," dated May 15, 1991,
signed by the mayor, the chairman of the planning commission and the director of transportation and
environmental services. This map is on file in the offices of the director of transportation and
environmental services
Height districts – The City is divided into six height districts that govern certain height restrictions
for structures.
Urban overlay district. (Old Town North) – The urban overlay district is intended to supplement
traditional zoning in the Old Town North area by imposing additional regulations designed to
achieve a desirable, active urban environment which includes a substantial residential component.
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B.8
Arlington County
B.8.1
Residential District Regulations
R-20/One-family dwelling district – The R-20 zone permits single-family homes on lots of 20,000
square feet or more with a minimum average width of 100 feet. This and other residential districts
also allow several semi-public uses by Use Permit. Clustering of single-family units is permitted on
sites of 1½ acres or larger by use permit and Site Plan approval.
R-10/One-family development district - The R-10 zone permits single-family homes on lots of
10,000 square feet or more with a minimum average width of 80 feet. Clustering is permitted.
R-10T/One-family residential – townhouse dwelling district - The R-10T zone permits singlefamily homes on 10,000 square foot lots along with also townhouses, semi-detached and existing
single-family detached units where a site plan is submitted to and approved by the County Board.
These projects must contain 12 townhouses or more.
R-8/One-family dwelling district – The R-8 zone permits single-family homes on lots of 8,000
square feet or more with a minimum average width of 70 feet. Clustering is permitted.
R-6/One-family dwelling district – The R-6 zone permits single-family homes on lots of 6,000
square feet or more with a minimum average width of 60 feet. Also, two-family dwellings are
allowed by use permit on transitional sites adjacent to other than “C-1” or “C-1-O” Districts, with a
lot area of 7,000 square feet and an minimum average width of 70 feet.
R-5/One-family dwelling district – The R-5 zone permits single-family homes on lots of 5,000
square feet or larger with a minimum average width of 50 feet. Also, by Use Permit, two-family
homes are permitted on lots of 7,000 square feet with a minimum average width of 70 feet (by site
plan the minimum width may be reduced to 56 feet).
R15- 30T/Residential-townhouse dwelling district – The R15-30T zone permits single-family
homes on lots of 5,000 square feet or larger; also townhouse, semi-detached and single-family
dwellings at 15 units per acre on sites of at least 8,712 square feet. Up to 30 units per acre are
permitted with site plan approval on sites of 17,424 square feet or larger. Site plans may include a
variety of dwelling styles including stacked units.
R2-7/Two-family dwelling district – The R2-7 zone permits two family dwellings on lots of 7,000
square feet or larger with a minimum average width of 70 feet (without a Use Permit) and 56-foot
lots with site plan approval.
RA14-26/Apartment dwelling district – The R2-7 is designed primarily for garden apartments at a
density up to 24 units per acre. Height limits apply between 3 ½ and 6 stories depending on the size
of the site. The minimum lot size is 7,500 square feet. Apartments can be of a townhouse design and
offices, such as those of physicians, surgeons or dentists are also permitted.
RA8-18/Apartment dwelling district – The RA8-18 zone permits apartment buildings at a density
up to 36 units per acre. The height limit is 4 stories with a minimum lot size of 7,500 square feet. By
site plan approval, 8 stories may be allowed. On sites of 20 acres or more, 10 stories may be
permitted.
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RA7-16/Apartment dwelling district – The basic use permitted in this district is the same as that
permitted in the “RA14-26” district; however, on sites with 100,000 square feet or more, apartment
buildings up to a density of 43 units per acre may be approved by Site Plan. Other uses as permitted
in “RA14-26”.
RA6-15/Apartment dwelling district – The basic use permitted in this district is apartment
buildings up to 6 stories in height, however with site plan approval apartments with up to 12 stories
may be built. The density in this district is up to 48 units per acre. Other uses as permitted in “RA1426”. Apartments can be of a townhouse design.
RA4.8/Apartment dwelling district – Apartments are permitted in the RA4.8 zone without Site
Plan approval as regulated in ‘RA14-26”. With Site Plan approval, apartments may be built to a
height of 12 stories with a density of 90 units per acre; hotels may be built with a density of 135 units
per acre. The minimum lot area required is 30,000 square feet. Other uses as permitted in “RA1426”.
R-C/Apartment dwelling and commercial district – The R-C zone permits most uses of the
“RA14-26” and the “C-2” districts. It is designed for sites located within a ¼ mile radius of Metrorail station entrances. With Site Plan approval, apartment buildings can reach a density of 90 units
per acre and service commercial uses (restricted to the first floor) at 1.24 FAR (Floor Area Ratio =
Ratio of gross floor area divided by lot area). Lots must exceed 20,000 square feet, and there is a
height limit of 65 feet.
RA-H /Hotel district – Apartments are permitted in this district as regulated in “RA7-16” districts.
Twelve-story hotels and apartments are permitted with site plan approval on sites of 100,000 square
feet at a density of 72 units per acre.
RAH-3.2/Hotel and apartment district – Apartments are permitted in this district as regulated in
“RA7-16” districts. By Site Plan approval 16 story apartments at 135 units per acre, and hotels at 210
units per acre are permitted.
B.8.2
Commercial District Regulations
C-1/Local commercial district – C-1 is a local commercial district, restricted to low intensity
commercial uses is intended to serve a surrounding residential neighborhood. A list of the permitted
uses is included in the Zoning Ordinance. Ten percent of the site must be landscaped.
C-1-O/Limited commercial – C-1-P is a Professional Office Building District –The uses permitted
in this district are business and professional offices. The height limit is 35 feet and the minimum lot
area is 20,000 square feet. The building type must be of residential appearance. Twenty-five percent
of the site must be landscaped.
C-O-1.0/Commercial office building, hotel and apartment district – This zone permits the “C-1O” uses, and with Site Plan approval five story office buildings at 1.0 FAR, six story apartment
buildings at 40 units per acre, and hotels at 60 units per acre.
C-O-1.5/Commercial office building, hotel and apartment district – This zone permits the “C-1O” uses, and on sites with less than 20 acres, with Site Plan approval, eight story office buildings at
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1.5 FAR may be allowed. Regulations also permit ten story apartment buildings at 72 units per acre,
and hotels at 110 units per acre. On sites over 20 acres, heights may vary.
C-O-2.5/Office building, hotel and apartment district – This zone permits the “C-1-O” uses, and
with Site Plan approval, 12 story office buildings at 2.5 FAR, sixteen story apartment buildings at
115 units per acre, and hotels at 110 units per acre.
C-O/Office building district – This zone permits the “C-1-O” uses, and by Site Plan approval, 12
story office buildings at 3.5 FAR, 16 story apartment buildings at 135 units per acre, and hotels at
210 units per acre.
C-O-A/Commercial office building, hotel and apartment district – The C-O-A zone permits most
“C-2” uses and is designed for a coordinated mixed-use development of office, apartment and hotel
use. Height and density requirements vary according to use and site area. By site plan approval,
permitted density ranges from 1.0 FAR to 6.0 FAR; only half of the total density may be developed
as office, hotel and commercial with the remainder developed as residential. Residential height limits
range from 151 to 216 feet. The office and hotel height limit is 100 to 170 feet.
C-O/Rosslyn commercial office building, retail, hotel and multiple-family district – This zoning
is to encourage a mixed use of office, retail and service commercial, hotel and multiple family
dwellings in the Rosslyn Metro Station area and the area designated “Rosslyn Coordinated
Redevelopment District” on the General Land Use Plan.
C-2/General commercial district – C-2 districts are primarily retail sales with many specifically
enumerated permitted uses. The height limit is 45 feet and ten percent of the site must be landscaped.
C-3/General commercial district – C-3 districts permit the same uses as “C-2” but the height limit
is 75 feet and ten percent of the site must be landscaped.
C-M/Limited industrial district – This zone allows general commercial uses plus specifically
enumerated light manufacturing. The height limit is 45 feet, dwelling units are not permitted, and 10
percent of the site must be landscaped.
B.8.3
Industrial District Regulations
M-1/Light industrial district – M-1 permits the same uses as “C-M”, but the height limit is 75 feet.
No residential units are permitted and the FAR is 1.5.
Heavy industrial district – This zone allows the same uses as “M-1” and specifically enumerated
heavy industrial uses. The building height limit is 75 feet. No residential or hotel units are permitted.
The FAR is 1.5.
B.8.4
Special District Regulations
S-3A/Special district – Special districts are primarily for institutional and recreational uses such as
schools, parks and government buildings. Also single family homes on lots containing three acres or
more.
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B.8.5
Special District: Special development district
Special development districts are primarily for development of public institutions or facilities serving
public welfare.
B.9
Montgomery County
B.9.1
Residential Zone Regulations
RE-2/Residential, one-family (formerly R-A) zone – The intent of the RE-2 zone is to permit lowdensity development of single-family homes on lots of 87,120 square feet or larger with a minimum
lot width of 150 feet. The RE-2 zone is subject to the requirements of the R-60 zone. The maximum
permitted density of development is four dwellings per acre.
RE-2C/Residential, one-family (formerly RA-C) zone – The intent of the RE-2C zone is to permit
low-density development of single-family homes on lots of 87,120 square feet or larger with a
minimum lot width of 150 feet. Compatible commercial development is also allowed. The RE-2C
zone is subject to the requirements of the R-60 zone. The maximum permitted density of
development is two dwellings per acre.
RE-1/Residential, one-family (formerly R-E) zone – The intent of the RE-1 zone is to permit
development of single-family homes on lots of 40,000 square feet or larger with a minimum lot width
of 125 feet. The RE-1 zone is subject to the requirements of the R-60 zone. The maximum permitted
density of development is two dwellings per acre.
R-200-Residential, one-family (formerly R-R) zone– The intent of the R-200 zone is to permit
development of single-family homes on lots of 20,000 square feet or larger with a minimum lot width
of 100 feet. The maximum permitted density of development is 11 dwellings per acre.
R-150-Residential, one-family zone – The intent of the R-150 zone is to permit development of
single-family homes on lots of 20,000 square feet or larger with a minimum lot width of 100 feet.
The maximum permitted density of development is six dwellings per acre.
R-90-Residential, one-family zone – The intent of the R-90 zone is to permit development of
single-family homes on lots of 9,000 square feet or larger with a minimum lot width of 75 feet. The
maximum permitted density of development is 28 dwellings per acre.
R-60-Residential, one-family zone – The intent of the R-60 zone is to permit development of
single-family homes on lots of 6,000 square feet or larger with a minimum lot width of 60 feet. The
maximum permitted density of development is 28 dwellings per acre.
R-40-Residential, one-family zone – The intent of the R-40 zone is to permit development of
single-family detached homes on lots of 6,000 square feet or larger with a minimum lot width of 60
feet. Single-family, semi-detached dwellings require a minimum lot size of 4,000 square feet and
two-family, detached dwellings require 8,000 square feet.
RH/High density residential zone – The purpose of the R-H zone is to provide suitable sites for
relatively high density residential development, to accomplish economies in the construction and
operation of such public services as transportation, retail shopping facilities and other community
facilities which depend upon convenient access by residents of the area, and to prevent undue
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congestion in sections of the county where such facilities are not available or cannot be conveniently
and economically provided. These sites will provide a maximum of light, air and open space for the
benefit of the residents of the development and for the surrounding area. Within the limits of these
requirements it is the purpose of the R-H zone to provide the maximum possible amount of freedom
in the design of residential structures and their grouping and layout within the areas classified in that
zone, to prevent detrimental effects to the use or development of adjacent properties or the general
neighborhood and to promote the health, safety, morals and welfare of the present and future
inhabitants of the district and of the county as a whole.
R-MH/Residential, mobile home zone – It is the purpose of the R-MH zone to provide for planned
mobile home residential developments, including related recreational, commercial and other service
facilities.
RMH-200/Residential, one-family, mobile home option – The purpose of the residential mobile
home option zone is to provide for the coordinated development of residential mobile home areas at
appropriate locations in the regional district by permitting the residential use of mobile homes or
conventionally constructed homes. Concentrated development of mobile homes or the development
of mobile homes on individual parcels in excess of 5 acres would be inconsistent with the purpose of
this zone. Parcels in excess of 5 acres would only be appropriate for development in the RMH-200
zone if such use is recommended on an approved and adopted master or sector plan or other form of
comprehensive study approved or otherwise deemed sufficient by the district council.
RT/Residential, townhouse zones – It is the intent of the R-T Zones to provide the maximum
amount of freedom possible in the design of townhouses and their grouping and layout within the
areas classified in that zone, to provide in such developments the amenities normally associated with
less dense zoning categories, to permit the greatest possible amount of freedom in types of ownership
of townhouses and townhouse developments, to prevent detrimental effects to the use or
development of adjacent properties or the neighborhood and to promote the health, safety, morals
and welfare of the present and future inhabitants of the district and the County as a whole. The
following sub-districts are employed:
•
RT-6.0/Residential, Townhouse – minimum tract area of 20,000 sq. ft.; six dwellings per acre
•
RT-8.0/Residential, Townhouse – minimum tract area of 20,000 sq. ft.; eight dwellings per
acre
•
RT-10.0/Residential, Townhouse – minimum tract area of 20,000 sq. ft.; ten dwellings per
acre
•
RT-12.5/Residential, Townhouse – minimum tract area of 20,000 sq. ft.; twelve and one half
dwellings per acre
•
RT-15/Residential, Townhouse – minimum tract area of 40,000 sq. ft.; fifteen dwellings per
acre
R-4 Plex/Residential, fourplex – The purpose of the R-fourplex zone is to provide a better method
of utilization of land for housing in all price ranges within reasonable walking distance of
employment, shopping centers and public transportation while providing for compatibility with
existing residential neighborhoods. In order to provide for compatibility with existing residential
neighborhoods, the site plan review procedure shall include consideration of the degree to which
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fourplex development is harmonious in style, similarity, bulk and height with residential buildings on
adjoining land. It is also the intent that fourplexes not be arranged in a row, facing in the same
direction.
B.9.2
Commercial Zone Regulations
C-T/Commercial, low-intensity zone – The purpose of the C-T zone is to provide sites for lowintensity commercial buildings, which, singly or in groups, will provide an appropriate transition
between one-family residential areas and high-intensity commercial development. The C-T zone is
intended to constitute a margin of limited width at the border between a commercial area and a onefamily residential area.
O-M/Office, moderate-intensity zone – It is the purpose of the O-M zone to provide locations for
moderate-intensity office buildings in areas outside of central business districts. It is intended that the
O-M zone be located in areas where high-intensity uses are not appropriate, but where moderate
intensity office buildings will not have an adverse impact on the adjoining neighborhood. This zone
is not intended for use in areas which are predominantly one-family residential in character.
C-P/Office, low-density zone – The purpose of the C-P zone is to provide for low-density, park-like
development of office uses suitable for locations in proximity to similar commercial/industrial
development or to low- and medium-density residential uses, in areas where it would implement the
land use recommendations of approved and adopted master or sector plans, or in areas where such
uses are appropriate.
C-1/Commercial, retail zone – It is the purpose of the C-1 zone to provide locations for
convenience shopping facilities in which are found retail commercial uses which have a
neighborhood orientation and which supply necessities usually requiring frequent purchasing with a
minimum of consumer travel. Such facilities should be located so that their frequency and
distributional pattern reflect their neighborhood orientation.
C-2/Commercial, general zone – It is the purpose of this zone to provide locations for general
commercial uses representing various types of retail trades, businesses and services for a regional or
local area. Typical locations for such uses shall include: central urban commercial areas, regional
shopping centers and clusters of commercial development. A further purpose of this zone is to
promote the effective use of transit facilities in Central Business Districts by encouraging housing
with commercial uses in close proximity to Metro stations located in Central Business Districts.
C-3/Commercial, transportation corridor zone – It is the intent of this zone to provide a method
for the orderly grouping and spacing of commercial development on properties which abut or front
on, and have access to, heavily traveled major highways with a planned or existing pavement of at
least 6 lanes, or on properties which are recommended for such zoning on approved and adopted
master plans or which are adjacent to properties previously or concurrently zoned C-3. This zone is
intended to provide sites for commercial activities that may require large land areas and do not
depend upon adjoining uses for reasons of comparison shopping and pedestrian trade; and sites for
commercial facilities which are related to the traveller and highway user. At the same time, it is the
intent that the frequency, design and location of points of direct access to the highway be controlled
by restricting development to service road access, thereby minimizing interference with through
traffic movements.
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C-4/Commerical, low-density, transportation corridor zone – It is the intent of this zone to
provide locations for low-density commercial uses of a nature which are compatible with locations
on arterial or major roads outside of central business districts and regional shopping centers and
where low-intensity development is necessary to preclude an adverse impact on public facilities in
the area.
H-M/Commercial, hotel motel zone – It is the purpose of this zone to provide sites for hotels and
motels adjacent to, and directly or indirectly accessible from, major highways or limited access
freeways. It is intended that adequate access be available to such sites so that traffic is not required to
pass through a one-family residential area in order to reach the entrance to the hotel or motel. It is
intended that the H-M zone be located so as not to have an adverse impact, from traffic or other
factors, on the surrounding neighborhood.
B.9.3
Industrial Zone Regulations
I-3/Industrial, medium-density zone – The purpose of the I-3 zone is to provide a medium-density,
industrial zone for park-like development of high-technology industries, research and development
facilities, corporate and business offices, and uses that have similar locational, site development, and
use requirements.
I-3 Mixed use option – It is the purpose of the I-3 Mixed-Use Option to promote mixed-use, transit
and pedestrian-oriented centers, which include housing and a commercial component with an
employment emphasis. It is also the purpose to promote development that follows sound
environmental principles and maximizes preservation of natural features.
B.9.4
Special Development Zone Regulations
CBD/Central business district zones – The intent of the CBD zones is to foster and promote the
orderly development of the fringes of the Central Business Districts of the county so that these areas
will provide land uses at a density and intensity which will encourage small business enterprises and
diverse living accommodations, while complementing the uses in the interior portions of these
districts; and
CBD-R1, CBD-R2, CBD-2 & CBD-3 zones – In the CBD-R1, CBD-R2, CBD-2 and CBD-3 zones
it is further the intent to foster and promote the orderly development of the Central Business Districts
of the county so that these areas will enhance the economic status of the county as well as providing
an expanding source of employment and living opportunities for its citizens in a desirable urban
environment.
CBD-2/Central business district, transitional zone – It is the purpose to provide a density and
intensity of development which will permit an appropriate transition from the cores of central
business districts to the less dense peripheral areas within and adjacent to the districts; and to provide
an incentive for the development of residential uses to meet the needs of those employed within the
central business districts and those who will be able to use the district transit facilities to travel to and
from places of employment.
R-CBD/Multiple-family, central business district residential – It is the purpose of this zone to
provide for the development of an appropriate mixture of residential and commercial facilities in the
central commercial areas of the county at densities higher than can be permitted elsewhere in the
county. These relatively high densities are hereby declared to be feasible and desirable only in
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locations immediately adjacent to the greatest concentrations of commercial, transportation, cultural
and recreational facilities.
P-D/Planned development zone – It is the purpose of this zone to implement the general plan for
the Maryland-Washington Regional District and the area master plans by permitting unified
development consistent with densities proposed by master plans. It is further the purpose of this zone
that development be so designed and constructed as to facilitate and encourage a maximum of social
and community interaction and activity among those who live and work within an area and to
encourage the creation of a distinctive visual character and identity for each development.
B.10
Prince George’s County
B.10.1
Residential Zones Regulations
R-O-S/Reserved open space – The R-O-S zone provides for permanent maintenance of certain areas
of land in an undeveloped state, with the consent of the property owners. It encourages the
preservation of large areas of trees and open space and is designed to protect scenic and
environmentally sensitive areas and ensure retention of land for nonintensive active or passive
recreational uses. The zone provides for very low-density residential development and a limited
range of public, recreational, and agricultural uses.
O-S/Open space – The O-S zone provides for areas of low-intensity residential (5 acre) development
and promotes the economic use and conservation of land for agriculture, natural resource use, largelot residential estates, and nonintensive recreational use.
R-A/Residential-agricultural – The R-A zone provides for large-lot (2 acre) residential uses while
encouraging the retention of agriculture as a primary land use.
R-E/Residential-estate – The R-E zone permits large-lot estate subdivisions containing lots
approximately one acre or larger.
R-R/Rural residential – The R-R zone permits approximately one-half-acre residential lots;
subdivision lot sizes depend on date of recordation; allows a number of nonresidential special
exception uses.
R-80/One-family detached residential – The R-80 zone provides for variation in the size, shape,
and width of subdivision lots to better utilize the natural terrain and to facilitate planning of singlefamily developments with lots and dwellings of various sizes and styles.
R-55/One-family detached residential – The R-55 zone permits small-lot residential subdivisions
and promotes high density, single-family detached dwellings.
R-35/One-family semidetached, and two-family detached, residential – The R-35 zone provides
generally for single-family attached development though it allows two-family detached dwellings.
Detailed Site Plan approval is required for lots served by private rights-of-way.
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R-T/Townhouse – The R-T zone permits one-family detached and attached, two-family, and threefamily dwellings. It promotes the maximum amount of freedom in the design of attached dwellings
and their grouping and layout. Detailed Site Plan approval is required for attached dwellings.
R-20/One-family triple-attached residential – The R-20 zone permits single-family detached,
semidetached and triple-attached and townhouse development. Detailed Site Plan approval is
required for townhouses.
R-30/Multifamily low density residential – The R-30 zone provides for low density garden
apartments, single-family detached, single-family attached, two-family and three-family dwellings in
accordance with R-T Zone provisions. Detailed Site Plan approval is required for multifamily and
attached dwellings.
R-30C/Multifamily low density residential-condominium – The requirements of the R-30C zone
are the same as R-30 above except ownership must be condominium, or development must be in
accordance with the R-T Zone. Detailed Site Plan approval is required for multifamily and attached
dwellings.
R-18/Multifamily medium density residential – The R-18 zone provides for multiple family
(apartment) development of moderate density, single-family detached, single-family attached, twofamily and three-family dwellings in accordance with R-T Zone provisions. Detailed Site Plan
approval is required for multifamily and attached dwellings.
R-18C: Multifamily medium density residential-condominium – The requirements of zone R-18C
is the same as above except ownership must be condominium, or development must be in accordance
with the R-T Zone. Detailed Site Plan approval is required for multifamily and attached dwellings.
R-H/Multifamily high-rise residential – The R-H zone provides for suitable sites for high density,
vertical residential development. It also permits single-family detached dwellings. Detailed Site Plan
approval is required for multifamily dwellings.
R-10/Multifamily high density residential – The R-10 zone provides for suitable sites for high
density residential in proximity to commercial and cultural centers. It also permits single-family
detached dwellings. Detailed Site Plan approval is required for buildings 110 feet in height or less
and a special exception is required for buildings over 110 feet in height.
R-10A/Multifamily, high density residential-efficiency – The R-10A zone provides for a
multifamily zone designed for the elderly, singles, and small family groups. Detailed Site Plan
approval is required for buildings 110 feet in height or less and a special exception required for
buildings over 110 feet in height.
B.10.2
Mixed Use/Planned Community Zone Regulations
M-X-T/Mixed use - transportation oriented – The M-X-T zone provides for a variety of
residential, commercial, and employment uses. It mandates at least two out of the following three use
categories: (1) Retail businesses, (2) Office/ Research/Industrial, and (3) Dwellings, hotel/motel. The
zone encourages a 24-hour functional environment and must be located near a major intersection or a
major transit stop or station that will provide adequate transportation facilities for the anticipated
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traffic. Applicable Master Plan recommendations of mixed uses similar to those permitted in the MX-T Zone may supersede the need for transit capabilities.
M-X-C/Mixed use community – The M-X-C zone provides for a comprehensively planned
community with a balanced mix of residential, commercial, light manufacturing, recreational and
public uses. It includes a multistep review process to assure compatibility of proposed land uses with
existing and proposed surrounding land uses, public facilities and public services. The zone mandates
that each development include residential uses, community use areas, neighborhood centers and an
integrated public street system with a variety of street standards.
M-U-TC/Mixed-use town center – This zone provides for a mix of commercial and limited
residential uses, which establish a safe, vibrant, 24-hour environment. It is designed to promote
appropriate redevelopment of, and the preservation and adaptive reuse of selected buildings in older
commercial areas and establishes a flexible regulatory framework, based on community input, to
encourage compatible development and redevelopment.
M-U-I/Mixed-use infill – The M-U-I zone promotes Smart Growth principles by encouraging the
efficient use of land, public facilities and services in areas that are substantially developed. These
regulations are intended to create community environments enhanced by a mix of residential,
commercial, recreational, open space, employment and institutional uses in accordance with
approved plans. The infill zone may only be approved for property located in a Transit District
Overlay Zone or a Development District Overlay Zone.
R-P-C/Planned community – The R-P-C zone provides for a combination of uses permitted in all
zones, to promote a large-scale community development with a full range of dwellings providing
living space for a minimum of 500 families. It encourages recreational, commercial, institutional, and
employment facilities within the planned community.
R-M-H/Planned mobile home community – The R-M-H zone provides for suitable sites for
planned mobile home communities, including residences and related recreational, commercial, and
service facilities, subject to Detailed Site Plan approval.
B.10.3
Comprehensive Design Zone Regulations
R-L/Residential low development – The R-L zone provides for low-density residential development
in areas recommended by a Master Plan for alternative low-density development techniques. The
zone allows a mixture of residential types and lot sizes generally corresponding to single family
development and provides for limited commercial uses necessary to serve the dominant residential
uses.
R-S/Residential suburban development – The R-S zone permits a mixture of residential types
within the suburban density range generally corresponding to low-density single-family development
and provides for limited commercial uses necessary to serve the dominant residential uses.
R-M/Residential medium development – The R-M zone permits a mixture of residential types with
a medium-density range and provides for limited commercial uses necessary to serve the dominant
residential uses.
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R-U/Residential urban development – The R-U zone permits a mixture of residential types
generally associated with an urban environment and provides for limited commercial uses necessary
to serve the dominant residential uses.
L-A-C/Local activity center – The L-A-C zone permits a mixture of commercial retail and service
uses along with complementary residential densities within a hierarchy of centers servicing three
distinct service areas: neighborhood, village, and community.
M-A-C/Major activity center – The M-A-C zone permits a mixture of uses that serve a regional
residential market or provides concentrated employment, arranged to allow easy pedestrian
access between uses. Two types of functional centers are described: Major Metro and New Town
or Corridor City.
E-I-A/Employment and institutional area – The E-I-A zone permits a concentration of nonretail
employment and institutional uses and services such as medical, manufacturing, office, religious,
educational, recreational, and governmental.
V-L/Village-low – The V-L zone provides for a variety of residential, commercial, recreational, and
employment uses within a traditional village setting surrounded by open space. It mandates the
following land use area categories: (1) Village Proper; (2) Village Fringe; (3) Residential Areas; (4)
Village Buffer; and (5) Recreational Areas. Land use areas are arranged to allow a sense of
community with linkage via a pedestrian network to a core that contains commercial, civic,
community, and residential uses.
V-M/Village-medium – The V-M zone provides for a variety of residential, commercial,
recreational, and employment uses within a traditional village setting surrounded by open space;
mandates the following land use area categories: (1) Village Proper; (2) Village Fringe;
(3) Residential Areas; (4) Village Buffer; and (5) Recreational Areas. Land use areas are arranged to
allow a sense of community with linkage via a pedestrian network to a core that contains
commercial, civic, community, and residential uses.
B.10.4
Commercial Zone Regulations
C-O/Commercial office – The C-O zone permits uses of a predominantly nonretail commercial
nature, such as business, professional and medical offices, or related administrative services.
C-A/Ancillary commercial – The C-A zone permits certain small retail commercial uses, physician
and dental offices, and similar professional offices that are strictly related to and supply necessities in
frequent demand and daily needs of an area with a minimum of consumer travel.
C-1/Local commercial, existing – The C-1 zone permits all of the uses permitted in the C-S-C Zone.
C-2/General commercial, existing – The C-2 zone permits all of the uses permitted in the C-S-C
Zone, with additions and modifications.
C-C/Community commercial, existing – The C-C zone permits all of the uses permitted in the C-SC Zone.
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C-G/General commercial, existing – The C-G zone permits all of the uses permitted in the C-S-C
Zone.
C-S-C/Commercial shopping center – The C-S-C zone permits retail and service commercial
activities generally located within shopping center facilities. The size will vary according to the trade
area.
C-H/Highway commercial, existing – The C-H zone permits all of the uses permitted in the C-M
Zone.
C-M/Commercial miscellaneous – The C-M zone permits varied commercial uses, including office
and highway-oriented uses, which may be disruptive to the compactness and homogeneity of retail
shopping centers.
C-W/Commercial waterfront – The C-W zone permits marine activities related to tourism,
vacationing, boating and sports, water-oriented recreation, together with limited employment areas
that cater to marine activities along a waterfront.
C-R-C/Commercial regional center – The C-R-C zone provides locations for major regional
shopping malls and related uses that are consistent with the concept of an upscale mall.
B.10.5
Industrial Zone Regulations
I-1/Light industrial – The I-1 zone permits light intensity manufacturing, warehousing, and
distribution uses. Ten percent green area is required.
I-2/Heavy industrial – The I-2 zone permits highly intensive industrial and manufacturing uses. Ten
percent green area is required.
I-3/Planned industrial/employment park – The I-3 zone permits uses that will minimize
detrimental effects on residential and other adjacent areas. It allows a mixture of industrial, research,
and office uses with compatible institutional, recreational, and service uses in a manner that will
retain the dominant industrial/employment character of the zone.
I-4/Limited intensity industrial – The I-4 zone permits limited intensity commercial,
manufacturing, warehousing, and distribution uses. Development standards are extended to assure
limited intensity industrial and commercial development, and compatibility with surrounding zoning
and uses. Twenty-five percent green area required.
U-L-I/Urban light industrial – The U-L-I zone is designed to attract and retain a variety of smallscale light industrial uses in older, mostly developed industrial areas located close to established
residential communities. It establishes a flexible regulatory process with appropriate standards to
promote reinvestment in, and redevelopment of, older urban industrial areas as employment centers,
in a manner compatible with adjacent residential areas.
B.10.6
Overlay Zone Regulations
T-D-O/Transit district overlay – The T-D-O zone is intended to ensure that development in a
designated district meets the goals established in a Transit District Development Plan. Transit
Districts may be designated in the vicinity of Metro stations to maximize transit ridership, serve the
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economic and social goals of the area, and take advantage of the unique development opportunities
which mass transit provides.
D-D-O/Development district overlay – The D-D-O zone is intended to ensure that development in a
designated district meets the goals established in a Master Plan, Master Plan Amendment or Sector
Plan. Development Districts may be designated for town centers, Metro areas, commercial corridors,
employment centers, revitalization areas, historic areas and other special areas as identified in
approved plans.
B.10.7
Chesapeake Bay Critical Area Overlay Zone Regulations
I-D-O/Intense development overlay – An I-D-O zone is designed to conserve and enhance fish,
wildlife, and plant habitats and improve the quality of runoff that enters the Chesapeake Bay, while
accommodating existing residential, commercial, or industrial land uses. It also promotes new
residential, commercial and industrial land uses with development intensity limits. Maximum
allowable residential density is the same as the underlying zone.
L-D-O/Limited development overlay – An L-D-O zone is designed to maintain and/or improve the
quality of runoff entering the tributaries of the Chesapeake Bay and to maintain existing areas of
natural habitat, while accommodating additional low-or moderate-intensity development. Maximum
allowable residential density is the same as for the underlying zone, up to 4.0 dwelling units/net acre
maximum.
R-C-O/Resource conservation overlay – An R-C-O zone is designed to provide adequate breeding,
feeding and wintering habitats for wildlife, to protect the land and water resources base necessary to
support resource-oriented land uses, and to conserve existing woodland and forests for water quality
benefits along the tributaries of the Chesapeake Bay. Maximum allowable residential density is 0.05
dwelling units/gross acre.
B.10.8
Revitalization Overlay District Regulations
R-O-D/Revitalization overlay district – An R-O-D zone is intended to ensure the orderly
development or redevelopment of land within a designated district. Revitalization Districts provide a
mechanism for the county to delegate full authority to local municipalities to approve departures
from parking, landscaping, and sign standards. In addition, limited authority is also delegated for the
approval of variances from building setbacks, lot coverage, yards and other dimensional
requirements of existing zoning.
B.10.9
Architectural Overlay Districts
A-C-O/Architectural conservation overlay – An A-C-O zone is intended to ensure that
development and redevelopment efforts preserve and protect the architectural or design character of
neighborhoods in accordance with an approved Architectural Conservation Plan. Conservation
Districts may be designated in areas where the majority of properties have been developed and they
exhibit distinct, unifying elements, characteristics, design or other physical features.
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B.11
District of Columbia
B.11.1
Residential Zone Regulations
R-1-A/Residential, single-family zone – This zone permits matter-of-right development of singlefamily residential uses for detached dwellings with a minimum lot width of 75 feet, a minimum lot
area of 7,500 square feet, a maximum lot occupancy of 40% for residential use and 60% for church
and public school use, and a maximum height of three (3) stories/forty (40) feet.
R-1-B/Residential, single-family zone – This zone permits matter-of-right development of singlefamily residential uses for detached dwellings with a minimum lot width of 50 feet, a minimum lot
area of 5,000 square feet, a maximum lot occupancy of 60% for a church or public school use and
40% for all other structures; and a maximum height of three (3) stories/forty (40) feet.
R-2/Residential, single-family zone – This zone permits matter-of-right development of singlefamily residential uses for detached and semi-detached structures, with a minimum lot width of 40
feet and lot area of 4000 square feet for detached structures, and 30 feet and 3000 square feet for
semi-detached structures; a maximum lot occupancy of 60% for church and public school use and
40% for all other structures, and a maximum height of three (3) stories/forty (40) feet.
R-3/Residential, single-family zone – This zone permits matter-of-right development of singlefamily residential uses (including detached, semi-detached, and row dwellings), churches and public
schools with a minimum lot width of 20 feet, a minimum lot area of 2,000 square feet, a maximum
lot occupancy of 60% for row dwellings, a minimum lot width of 30 feet and a minimum lot area of
3000 square feet and 40% lot occupancy for semi-detached structures, and a minimum lot width of
40 feet and a minimum lot area of 4000 square feet and 40% lot occupancy for detached structure;
and a maximum height of three (3) stories/forty (40) feet.
R-4/Residential, single-family zone – This zone permits matter-of-right development of singlefamily residential uses (including detached, semi-detached, row dwellings, and flats), churches and
public schools with a minimum lot width of 18 feet, a minimum lot area of 1,800 square feet and a
maximum lot occupancy of 60% for row dwellings, churches and Flats, a minimum lot width of 30
feet and a minimum lot area of 3000 square feet for semi-detached structures, a minimum lot width
of 40 feet and a minimum lot area of 4000 square feet and 40% lot occupancy for all other structures;
and a maximum height of three (3) stories/forty (40) feet. Conversions of existing buildings to
apartments are permitted for lots with a minimum lot area of 900 square feet per dwelling unit.
R-5-A/Residential, single-family, multi-family zone – This zone permits matter-of-right
development of single-family residential uses for detached and semi-detached dwellings, and with
the approval of the Board of Zoning Adjustment, new residential development of low density
residential uses including row houses, flats, and apartments to a maximum lot occupancy of 40%,
60% for churches and public schools; a maximum floor area ratio (FAR) of 0.9, and a maximum
height of three (3) stories/forty (40) feet. Conversion of existing buildings to Flat or Apartment use is
permitted as a matter of right provided all other provisions of the zoning regulations are complied
with.
R-5-B/Residential, general, zone – This zone permits matter-of-right moderate development of
general residential uses, including single-family dwellings, flats, and apartment buildings, to a
maximum lot occupancy of 60%, a maximum FAR of 1.8, and a maximum height of fifty (50) feet.
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R-5-C/Residential, medium-density zone – This zone permits matter-of-right medium density
development of general residential uses, including single-family dwellings, flats, and apartment
buildings, to a maximum lot occupancy of 75%, a maximum FAR of 3.0 and a maximum height of
sixty (60) feet.
R-5-D/Residential, medium/high-density zone – This zone permits matter-of-right medium/high
density development of general residential uses, including single-family dwellings, flats, and
apartment buildings, to a maximum lot occupancy of 75%, a maximum FAR of 3.5 and a maximum
height of ninety (90) feet.
R-5-E/Residential, high-density zone – This zone permits matter-of-right high density development
of general residential uses, including single-family dwellings, flats, and apartment buildings, to a
maximum lot occupancy of 75%, a maximum FAR of 6.0 for apartment houses and hotels, and 5.0
for other structures, and a maximum height of ninety (90) feet.
B.11.2
Commercial and Industrial Zone Regulations
CR/Commercial, residential zone – This zone permits matter-of-right residential, commercial, and
certain light industrial development to a maximum lot occupancy of 75% for residential use, a
maximum FAR of 6.0 for residential and 3.0 for other permitted uses and a maximum height of
ninety (90) feet. Residential recreation space is required.
C-1/Commercial, low-density zone – This zone permits matter-of-right neighborhood shopping and
low density development to a maximum lot occupancy of 60% for residential use, a maximum FAR
of 1.0, and a maximum height of three (3) stories/forty (40) feet.
C-2-A/Commercial, low-density mixed use zone – This zone permits matter-of-right low density
development, including office, retail, and all kinds of residential uses to a maximum lot occupancy of
60% for residential use, a maximum FAR of 2.5 for residential use and 1.5 FAR for other permitted
uses, and a maximum height of fifty (50) feet.
C-2-B/Commercial, medium-density, mixed use zone – This zone permits matter-of-right medium
density development, including office, retail, housing, and mixed uses to a maximum lot occupancy
of 80% for residential use, a maximum FAR of 3.5 for residential use and 1.5 FAR for other
permitted uses, and a maximum height of sixty-five (65) feet.
C-2-C/Commercial, high-density, mixed use zone – This zone permits matter-of-right high density
development, including office, retail, housing, and mixed uses to a maximum lot occupancy of 80%
for residential use, a maximum FAR of 6.0 for residential and 2.0 FAR for other permitted uses, and
a maximum height of ninety (90) feet.
C-3-A/Commercial, mixed use zone – This zone permits matter-of-right development for major
retail and office uses to a maximum lot occupancy of 75% for residential use, a maximum FAR of
4.0 for residential and 2.5 FAR for other permitted uses and a maximum height of sixty-five (65)
feet.
C-3-B/Commercial, business center, medium-density zone – This zone permits matter-of-right
development for major business and employment centers of medium density development, including
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office, retail, housing, and mixed uses to a maximum lot occupancy of 100%, a maximum FAR of
5.0 for residential and 4.0 FAR for other permitted uses, and a maximum height of six (6)
stories/seventy (70) feet.
C-3-C/Commercial, business center, mixed use zone – This zone permits matter-of-right
development for major business and employment centers of medium/high density development,
including office, retail, housing, and mixed uses to a maximum lot occupancy of 100%, a maximum
FAR of 6.5 for residential and for other permitted uses, and a maximum height of ninety (90) feet.
C-4/Commercial, downtown core zone – This zone is designed for the downtown core comprising
the retail and office centers for the District of Columbia and the metropolitan area, and allows office,
retail, housing and mixed uses to a maximum lot occupancy of 100%, a maximum FAR of 8.5 to
10.0, a maximum height of 110 feet and 130 on 110-foot adjoining streets. (Maximum height and
FAR depend on width of adjoining streets.)
C-5/Commercial, Pennsylvania Avenue Development (PAD) – This zone permits retail and office,
housing and mixed development in the area on the north side of Pennsylvania Avenue, NW between
First Street and 15th Street, NW to a maximum lot occupancy of 100%, a maximum FAR of 10.0 to
12.0, and a maximum height of 130 to 160 feet. (Maximum height and FAR depend upon approval of
bonus incentives.)
C-M-1/Commercial, low bulk and light manufacturing zone – This zone permits development of
low bulk commercial and light manufacturing uses to a maximum FAR of 3.0, and a maximum
height of three (3) stories/forty (40) feet with standards of external effects and new residential
prohibited.
C-M-2/Commercial, medium bulk and light manufacturing zone – This zone permits
development of medium bulk commercial and light manufacturing uses to a maximum FAR of 4.0,
and a maximum height of sixty (60) feet with standards of external effects and new residential
prohibited.
C-M-3/Commercial, high bulk and light manufacturing zone – This zone permits development of
high bulk commercial and light manufacturing uses to a maximum FAR of 6.0, and a maximum
height of ninety (90) feet with standards of external effects and new residential prohibited.
M/Industrial zone – This zone permits general industrial uses to a maximum FAR of 6.0, and a
maximum height of ninety (90) feet with standards of external effects and new residential prohibited.
B.11.3
Mixed-Use Zone Regulations
SP-1/Mixed use, medium-density residential and office zone – This zone permits matter-of-right
medium density development including all kinds of residential uses, with limited offices for nonprofit organizations, trade associations and professionals permitted as a special exception requiring
approval of the BZA, to a maximum lot occupancy of 80% for residential use, a maximum FAR of
4.0 for residential and 2.5 for other permitted uses, and a maximum height of sixty-five (65) feet.
SP-2/Mixed use, medium/high-density residential and office zone – This zone permits matter-ofright medium/high density development including all kinds of residential uses, with limited offices
for non-profit organizations, trade associations and professionals permitted as a special exception
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requiring approval of the BZA, to a maximum lot occupancy of 80% for residential use, a maximum
FAR of 6.0 for residential and 3.5 for other permitted uses, and a maximum height of ninety (90)
feet.
W-1/Mixed use, low-density zone – This zone permits matter-of-right low density residential,
commercial, and certain light industrial development in waterfront areas to a maximum lot
occupancy of 80% for residential use, a maximum FAR of 2.5 for residential and 1.0 for other
permitted uses and a maximum height of forty (40) feet.
W-2/Mixed use, medium-density zone – This zone permits matter-of-right medium density
residential, commercial, and certain light industrial development in waterfront areas to a maximum
lot occupancy of 75% for residential use, a maximum FAR of 4.0 for residential and 2.0 for other
permitted uses and a maximum height of sixty (60) feet.
W-3/Mixed use, high-density zone – This zone permits matter-of-right high density residential,
commercial, and certain light industrial development in waterfront areas to a maximum lot
occupancy of 75% for residential use, a maximum FAR of 6.0 for residential and 5.0 for other
permitted uses and a maximum height of ninety (90) feet.
B.12
Fairfax County
B.12.1
Residential District Regulations
R-A/Rural agricultural district – This district is established to identify agricultural lands that
should be maintained as open rural areas and to distinguish them from urbanized single family
residential districts. This district is, therefore, established to separate distinctly different uses so as to
promote the general health, safety, and welfare of both the occupants of this district and of other R
districts within the County.
R-P/ Residential-preservation district – The R-P District is established to protect water courses,
stream valleys, marshes, forest cover in upland areas of watersheds, aquifer recharge areas, rare
ecological or geographical areas, and areas of natural scenic vistas; to promote open, rural areas for
the growing of crops, pasturage, horticulture, dairying, floriculture, the raising of poultry and
livestock, and/or low density residential uses; and otherwise to implement the stated purpose and
intent of the Ordinance.
R-C/Residential-conservation district – The R-C District is established to protect water courses,
stream valleys, marshes, forest cover in watersheds, aquifer recharge areas, rare ecological areas, and
areas of natural scenic vistas; to minimize impervious surface and to protect the quality of water in
public water supply watersheds; to promote open, rural areas for the growing of crops, pasturage,
horticulture, dairying, floriculture, the raising of poultry and livestock, and for low density residential
uses; and otherwise to implement the stated purpose and intent of the Ordinance.
R-E/Residential estate district – The R-E District is established to promote agricultural uses and
low density residential uses at a density not to exceed one (1) dwelling unit per two (2) acres; to
allow other selected uses which are compatible with the open and rural character of the district; and
otherwise to implement the stated purpose and intent of the Ordinance.
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R-1/Residential district, one dwelling unit per acre – The R-1 District is established to provide for
single family detached dwellings at a density not to exceed one (1) dwelling unit per one (1) acre; to
allow other selected uses which are compatible with the low density residential character of the
district; and otherwise to implement the stated purpose and intent of the Ordinance.
R-2/Residential district, two dwelling units per acre – The R-2 District is established to provide
for single family detached dwellings at a density not to exceed two (2) dwelling units per acre; to
provide for affordable dwelling unit developments at a density not to exceed two and four-tenths
(2.4) dwelling units per acre; to allow other selected uses which are compatible with the low density
residential character of the district; and otherwise to implement the stated purpose and intent of the
Ordinance.
R-3/Residential district, three dwelling units per acre – The R-3 District is established to provide
for single family detached dwellings at a density not to exceed three (3) dwelling units per acre; to
provide for affordable dwelling unit developments at a density not to exceed three and six-tenths
(3.6) dwelling units per acre; to allow other selected uses which are compatible with the low density
residential character of the district; and otherwise to implement the stated purpose and intent of the
Ordinance.
R-4/Residential district, four dwelling units per acre – The R-4 District is established to provide
for single family detached dwellings at a density not to exceed four (4) dwelling units per acre; to
provide for affordable dwelling unit developments at a density not to exceed four and eight-tenths
(4.8) dwelling units per acre; to allow other selected uses which are compatible with the residential
character of the district; and otherwise to implement the stated purpose and intent of the Ordinance.
R-5/Residential district, five dwelling units per acre – The R-5 District is established to provide
for a planned mixture of single family dwelling types at a density not to exceed five (5) dwelling
units per acre; to provide for affordable dwelling unit developments at a density not to exceed six (6)
dwelling units per acre; to allow other selected uses which are compatible with the residential
character of the district; and otherwise to implement the stated purpose and intent of the Ordinance.
R-8/Residential district, eight dwelling units per acre – The R-8 District is established to provide
for a planned mixture of single family residential dwelling types at a density not to exceed eight (8)
dwelling units per acre; to provide for affordable dwelling unit developments at a density not to
exceed nine and six-tenths (9.6) dwelling units per acre; to allow other selected uses which are
compatible with the residential character of the district; and otherwise to implement the stated
purpose and intent of the Ordinance.
R-12/Residential district, 12 dwelling units per acre – The R-12 District is established to provide
for a planned mixture of residential dwelling types at a density not to exceed twelve (12) dwelling
units per acre; to provide for affordable dwelling unit developments at a density not to exceed
fourteen and four-tenths (14.4) dwelling units per acre; to allow other selected uses which are
compatible with the residential character of the district; and otherwise to implement the stated
purpose and intent of the Ordinance.
R-16/Residential district, 16 dwelling units per acre – The R-16 District is established to provide
for a planned mixture of residential dwelling types at a density not to exceed sixteen (16) dwelling
units per acre; to provide for affordable dwelling unit developments at a density not to exceed
nineteen and two-tenths (19.2) dwelling units per acre; to allow other selected uses which are
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compatible with the residential character of the district; and otherwise to implement the stated
purpose and intent of the Ordinance.
R-20/Residential district, 20 dwelling units per acre – The R-20 District is established to provide
for a planned mixture of residential dwelling types at a density not to exceed twenty (20) dwelling
units per acre; to provide for affordable dwelling unit developments at a density not to exceed
twenty-four (24) dwelling units per acre; to allow other selected uses which are compatible with the
residential character of the district; and otherwise to implement the stated purpose and intent of the
Ordinance.
R-30/Residential district, 30 dwelling units per acre – The R-30 District is established to provide
for multiple family dwellings at a density not to exceed thirty (30) dwelling units per acre; to provide
for affordable dwelling unit developments at a density not to exceed thirty-six (36) dwelling units per
acre; to allow other selected uses which are compatible with the residential character of the district;
and otherwise to implement the stated purpose and intent of the Ordinance.
R-MHP/Residential district, mobile home park – The R-MHP District is established to provide for
mobile home parks; to allow other selected uses which are compatible with the residential character
of the district; and otherwise to implement the stated purpose and intent of the Ordinance.
B.12.2
Commercial District Regulations
C-1/Low-rise office transitional district – The C-1 District is established to provide areas where
non-retail commercial uses such as offices and financial institutions may be located; to provide for
such uses in a low intensity manner such that they can be compatible with adjacent single family
detached dwellings; and otherwise to implement the stated purpose and intent of the Ordinance.
C-2/Limited office district – The C-2 District is established to provide areas where predominantly
non-retail commercial uses may be located such as offices and financial institutions; to provide for
such uses in a low intensity manner such that they can be employed as transitional land uses between
higher intensity uses and residential uses; and otherwise to implement the stated purpose and intent
of the Ordinance.
C-3/Office district – The C-3 District is established to provide areas where predominantly non-retail
commercial uses may be located such as offices and financial institutions; and otherwise to
implement the stated purpose and intent of the Ordinance.
C-4/High-density office district – The C-4 District is established to provide areas of high intensity
development where predominantly non-retail commercial uses may be located such as office and
financial institutions; and otherwise to implement the stated purpose and intent of the Ordinance.
C-5/Neighborhood retail commercial district – The C-5 District is established to provide locations
for convenience shopping facilities in which those retail commercial uses shall predominate that have
a neighborhood-oriented market of approximately 5000 persons, and which supply necessities that
usually require frequent purchasing and with a minimum of consumer travel. Typical uses to be
found in the Neighborhood Retail Commercial District include a food supermarket, drugstore,
personal service establishments, small specialty shops, and a limited number of small professional
offices. Generally, the ultimate size of a C-5 District in a given location in the County should not
exceed an aggregate gross floor area of 100,000 square feet or an aggregate site size of ten (10) acres.
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C-6/Community retail commercial district – The C-6 District is established to provide locations
for retail commercial and service uses that are oriented to serve several neighborhoods or
approximately 20,000 persons. Typical uses to be found in the C-6 District include those uses found
in the C-5, Neighborhood Retail Commercial District, and in addition such uses as a varietydepartment store, a florist, milliner, furniture store, radio and television repair shop, such specialty
stores as children's shoes, gifts, candy, lingerie, liquor, women's apparel, book store, children's wear,
toys, haberdashery, athletic goods, and a movie theater. Generally, the ultimate size of a C-6 District
in a given location in the County should not exceed an aggregate gross floor area of 400,000 square
feet or an aggregate site size of forty (40) acres.
C-7/Regional retail commercial district – The C-7 District is established to provide locations for a
full range of retail commercial and service uses that are oriented to serve a regional market area
containing 100,000 or more persons. The district should be located adjacent to major transportation
facilities, and development within the district should be encouraged in centers that are planned as a
unit. Generally, the C-7 District in a given location in the County should contain an aggregate gross
floor area in excess of 1,000,000 square feet.
C-8/Highway commercial district – The C-8 District is established to provide locations on heavily
traveled collector and arterial highways for those commercial and service uses which (a) are oriented
to the automobile, or (b) are uses which may require large land areas and good access, and (c) do not
depend upon adjoining uses for reasons of comparison shopping or pedestrian trade.
C-9/Super-regional retail commercial district – The C-9 District is established to provide locations
for a full range of retail commercial and service uses that are oriented to serve a regional market area
containing 300,000 or more persons. The district should be located adjacent to major transportation
facilities, and development within the district should be encouraged in centers that are planned as a
unit.
B.12.3
Industrial District Regulations
I-I/Industrial institutional district – The I-I District presented herein is designed to set forth, to the
extent possible, the provisions of the I-I District of the Zoning Ordinance of the County of Fairfax,
Virginia adopted May 19, 1965, as amended.
I-1/Light industrial research district – The I-1 District is established to provide areas for scientific
research, development and training, offices, and manufacturing incidental and accessory to such uses.
The district is designed to provide for such uses in a low intensity manner on well-landscaped sites
such that they can be located in proximity to residential uses. High performance standards are set
forth for the district that will make development within the district compatible with all types of
adjoining land uses.
I-2/Industrial research district – The I-2 District is established to provide areas for scientific
research, development and training, offices, and manufacturing incidental and accessory to such uses.
The district is designed to promote a park-like atmosphere for the conduct of research-oriented
activities in structures of good design on well-landscaped sites. High performance standards shall be
required for this district that will make the development within the district compatible with all types
of adjoining land uses.
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I-3/Light-intensity industrial district – The I-3 District is established to provide areas for scientific
research, development and training, offices, manufacture and assembly of products, and related
supply activities. This district is designed to accommodate a broad spectrum of clean industries
operating under high performance standards.
I-4/Medium-intensity industrial district – The I-4 District is established to provide areas for
scientific research, development and training, offices, manufacture and assembly of products, and
related supply activities. Basically, the provisions of the I-4 District are similar to those of the I-3
District, but a greater intensity of development is allowed than that permitted in the I-3 District.
I-5/General industrial district – The I-5 District is established to provide areas where a wide range
of industrial and industrially oriented commercial activities may locate. Uses allowed in this district
shall operate under medium performance standards designed to minimize the impact of noise, smoke,
glare, and other environmental pollutants on the industries within the district and on the neighboring
lands of higher environmental quality. The business and commercial activities allowed in the district
will be those that provide services and supplies primarily to industrial companies, those which
engage in wholesale operations, and those which are associated with warehouse establishments.
I-6/Heavy industrial district – The I-6 District is established to provide areas for heavy industrial
activities with minimum performance standards where the uses may require that some noise,
vibration and other environmental pollutants must be tolerated, and where the traffic to and from the
district may be intensive. This district is intended for use by the largest manufacturing operations,
heavy equipment, construction and fuel yards, major transportation terminals and other basic
industrial activities required in an urban economy.
B.12.4
Planning Development District Regulations
PDH/Planned development housing district – The PDH District is established to encourage
innovative and creative design and to facilitate use of the most advantageous construction techniques
in the development of land for residential and other selected secondary uses. The district regulations
are designed to insure ample provision and efficient use of open space; to promote high standards in
the layout, design and construction of residential development; to promote balanced developments of
mixed housing types; to encourage the provision of dwellings within the means of families of low
and moderate income; and otherwise to implement the stated purpose and intent of the Ordinance.
PDC/Planned development commercial district – The PDC District is established to encourage the
innovative and creative design of commercial development. The district regulations are designed to
accommodate preferred high density land uses which could produce detrimental effects on
neighboring properties if not strictly controlled as to location and design; to insure high standards in
the lay-out, design and construction of commercial developments; and otherwise to implement the
stated purpose and intent of the Ordinance.
PRC/Planned residential community district – The PRC District is established to permit the
development of planned communities on a minimum of 750 contiguous acres of land under one
ownership or control. Such planned communities shall be permitted only in accordance with a
comprehensive plan, which plan, when approved, shall constitute a part of the adopted
comprehensive plan of the County and shall be subject to review and revision from time to time.
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PRM/Planned residential mixed-use district – The PRM District is established to provide for high
density, multiple family residential development, generally with a minimum density of 40 dwelling
units per acre; for mixed use development consisting primarily of multiple family residential
development, generally with a density of at least twenty (20) dwelling units per acre, with secondary
office and/or other commercial uses. PRM Districts should be located in those limited areas where
such high density residential or residential mixed use development is in accordance with the adopted
comprehensive plan such as within areas delineated as Transit Station Areas, and Urban and
Suburban Centers. The PRM District regulations are designed to promote high standards in design
and layout, to encourage compatibility among uses within the development and integration with
adjacent developments, and to otherwise implement the stated purpose and intent of the Ordinance.
B.12.5
Airport Overlay Zone for Dulles International Airport
Fairfax County has established an Airport Noise Impact Overlay District fore the area adjacent to
Dulles International Airport (IAD). The County’s Comprehensive Plan controls development in the
areas enclosed within the Day Night Average Sound Level (DNL) 65 dB noise contour and
recommends against new residential development inside the County’s adopted DNL 60 dBA noise
contour. In addition, Fairfax County’s Comprehensive Plan recognizes the need to ensure that
buildings that will be constructed near the airport will not be so high as to obstruct operations at the
airport. The terms of the overlay zone are outlined below. The full provisions are found in Article 7,
Section 7-400, of the Fairfax County Zoning Ordinance.1
The Airport Noise Impact Overlay District was established for the general purpose of controlling
conflicts between land uses and noise generated by aircraft operating at IAD and to protect the public
health, safety and welfare from the adverse impacts associated with excessive noise. The intent of the
overlay district is to regulate land uses within designated existing or projected airport noise impact
areas by requiring acoustical performance standards.
This district overlays all other zoning districts where it is applied so that any parcel of land lying in
the Airport Noise Impact Overlay District shall also lie in one or more of the other zoning districts
provided for by this Ordinance. The effect is to create a new district, which has the characteristics
and limitations of the underlying district, together with the characteristics and limitations of the
overlying district.
The Airport Noise Impact Overlay District boundaries were originally based on the noise impact
contours included in the 1977 Master Plan for the airport. The Fairfax County overlay district uses
the forecast 2000 noise impact contours from that document, as adopted by the Board and which are
subject to periodic updating and amendment. Three levels of noise exposure, or Airport Noise Impact
Areas, are recognized in the overlay district.
A. Greater than DNL 75 dBA (A-weighted day-night average sound level)
B. DNL 70-75 dBA
C. DNL 65-70 dBA
1
Article 7, Section 7-400 of Fairfax county Ordinance,
http://www.co.fairfax.va.us/dpz/zoningordinance/articles/art07.pdf).
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The Planning Director has the responsibility to determine if any site plans, subdivision plats and
Building Permits are located in the Airport Noise Impact Overlay District. If so, this must be noted
on the documents and restrictions included in the ordinance will apply.
The ordinance includes a table that identifies the allowable compatible uses and, where applicable,
the respective interior noise level standards and acoustical treatment measures for each use in a given
Impact Area. In general, in the greater than DNL 75 dBA Impact Area, dwellings are not permitted
except under certain grandfathering provisions and subject to sound insulation requirements. In the
70 to 75 dB and 65 to 70 dB Impact Areas, the sound insulation requirements are intended to achieve
an interior noise level of no greater than 45 dB DNL.
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Appendix C
Radar and Generalized Flight Tracks for Ronald Reagan
Washington National Airport
C-1
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Radar and Generalized Flight Tracks for Ronald Reagan Washington National Airport
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Ronald Reagan Washington National Airport
Anne Arundel
County
LEGEND
Loudoun
County
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Departure Track
495
Water
295
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Charles County
Prince William County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-1
Radar Departure Flight Tracks
September 2004
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Anne
Arundel
County
Loudoun
County
LEGEND
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Water
295
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George County
Fairfax County
City of Alexandria
495
95
Charles County
Prince William County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-2
Radar Arrival Flight Tracks
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
Loudoun County
LEGEND
Jurisdictional Boundary
Interstate Highway
Global Environmental Monitoring System
Departure Track
Montgomery County
Generalized Departure Track
Major Road
495
Water
295
District of Columbia
495
66
City of
Falls Church
Arlington County
495
Fairfax City
295
Prince George County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring Sysytem
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-3
Radar Departure Flight Tracks- Runway 01
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
LEGEND
Montgomery County
Interstate Highway
495
Jurisdictional Boundary
295
Major Road
Global Environmental Monitoring System
Departure Track
District of Columbia
495
Water
66
City of
Falls Church
Fairfax City
Generalized Departure Track
Arlington County
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-4
Radar Departure Flight Tracks - Runway 19
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
LEGEND
Loudoun
County
Montgomery County
Interstate Highway
Jurisdictional Boundary
Major Road
Global Environmental Monitoring System
Departure Track
Generalized Departure Track
495
Water
295
District of Columbia
495
66
City of
Falls Church
Fairfax City
Arlington County
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-5
Radar Departure Flight Tracks - Runway 04
September 2004
DRAFT
Ronald Reagan Washington National Airport
Montgomery County
Anne Arundel County
LEGEND
Loudoun
County
Interstate Highway
Jurisdictional Boundary
Major Road
Generalized Departure Track
Water
495
295
District of Columbia
495
66
City of
Falls Church
Fairfax City
Arlington County
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-6
Radar Departure Flight Tracks - Runway 22
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
Loudoun
County
LEGEND
Interstate Highway
Jurisdictional Boundary
Major Road
Global Environmental Monitoring System
Departure Track
Montgomery County
Generalized Departure Track
495
Water
295
District of Columbia
495
66
City of
Falls Church
Fairfax City
Arlington County
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-7
Radar Departure Flight Tracks - Runway 33
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
LEGEND
Loudoun
County
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Departure Track
Generalized Departure Track
495
Water
295
District of Columbia
495
66
City of
Fall Church
Fairfax City
Arlington County
495
295
Prince George County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-8
Radar Departure Flight Tracks - Runway 15
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne
Arundel
County
Loudoun County
LEGEND
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Charles County
Prince William County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-9
Radar Arrival Flight Tracks - Runway 01
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne
Arundel
County
LEGEND
Loudoun County
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Charles County
Prince William County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-10
Radar Arrival Flight Tracks - Runway 19
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne
Arundel
County
Loudoun County
LEGEND
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Charles County
Prince William County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-11
Radar Arrival Flight Tracks - Runway 04
September 2004
DRAFT
Ronald Reagan Washington National Airport
LEGEND
Loudoun County
Anne Arundel County
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George's County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-12
Radar Arrival Flight Tracks - Runway 22
September 2004
DRAFT
Ronald Reagan Washington National Airport
LEGEND
Loudoun County
Anne Arundel County
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Falls Church
Arlington County
Fairfax City
495
295
Prince George County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-13
Radar Arrival Flight Tracks - Runway 33
September 2004
DRAFT
Ronald Reagan Washington National Airport
Anne Arundel County
Loudoun County
LEGEND
Interstate Highway
Jurisdictional Boundary
Major Road
Montgomery County
Global Environmental Monitoring System
Arrival Track
495
Generalized Arrival Track
295
Water
District of Columbia
495
66
City of
Fall Church
Arlington County
Fairfax City
495
295
Prince George County
Fairfax County
City of Alexandria
495
95
Prince William County
Charles County
Sources:
Wyle Laboratories and Metropolitan Washington Airports Authority Global Environmental Monitoring System
Prepared by: Ricondo & Associates, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit C-14
Radar Arrival Flight Tracks - Runway 15
September 2004
DRAFT
Ronald Reagan Washington National Airport
Appendix D
Community Outreach Survey
FAR Part 150 Noise Compatibility Program Update
Community Outreach Survey
D-1
September 2004
DRAFT
METROPOLITAN WASHINGTON COUNCIL OF
GOVERNMENTS
AIRCRAFT NOISE COMMUNITY
OUTREACH STUDY
Final Report
August 2003
777 North Capitol Street, N.E. Suite 300 Washington, D.C
20002-4239 (202) 962-3200 fax (202) 962-3201
www.mwcog.org
2034 Eisenhower Avenue, Suite 100 Alexandria, VA 22314
(703) 739-2727 fax (703) 739-3838 www.nustats.com
Contact: Heather Contrino, Project Director
Contact: George L. Nichols, Principal Environmental Planner
PART 150 STUDY
Part 150 is a section of the Federal Aviation Regulations that outlines the regulation and administration
associated with performing a Part 150 Noise compatibility planning. This section establishes regulation
for technical noise analysis and public participation in a Noise Compatibility Program (NCP). A Part 150
study is often conducted in response to this with purpose of addressing, and where appropriate,
developing a balanced plan to minimize noise impacts from airport operations. Further, the Part 150
Study is used to help plan for future noise impacts. A part 150 study aims to create a plan to reduce or
contain noise related to airport operation while taking into consideration current and future developments,
the community economy, and local policy and regulation. A Part 150 Study involves six primary steps:
•
Identification of local noise and land use issues
•
Mapping and definition of current and future noise patterns
•
Evaluation of varying solutions to issues such as noise mitigation or abatement
•
Development of a noise compatibility plan (NCP)
•
Development of the methods of implementation and monitoring for the NCP
•
FAA analysis of the NCP
The Part 150 Advisory Committee was assembled in the greater Washington area to oversee the Part 150
Study process. The purpose of the committee was to involve all aspects of the community in the Part 150
process in order to insure that no community members or view-points within the community be ignored
or overlooked. The advisory committee met on a bi-monthly basis to review all phases of the Part 150
Study including Aircraft Noise Community Outreach Study, which is detailed in this report.
TABLE OF CONTENTS
Introduction
1
Background
1
Research Design
1
Phase I – Pre-Survey Focus Groups
3
Background
3
Methodology
3
Focus Group Findings
3
Competing Community Priorities
3
Airport Benefits
5
Familiarity With Aircraft Noise Issues
6
Personal Concerns/Behavior modification
7
Sources of Information on Ronald Reagan Washington National
Airport
8
Focus Group Conclusions
8
Phase II - Telephone Survey
9
Background
9
Sample Design
9
Data Collection Method
12
Survey Composition
12
Demographic Characteristics
12
Residential Characteristics
14
Telephone Survey Findings
16
Exposure to Aircraft Noise
16
Aircraft Noise Variation by Time of Day, Day of Week and Season
17
Attitudes Towards Aircraft Noise Exposure
19
Use of Washington Reagan National Airport
21
Phase III – Post-Survey Qualitative Research
Research Design
Post-Survey Focus Groups
24
24
25
Methodology
25
Key Findings
25
Personal Concerns/Attitudes and Behaviors
25
Drivers of Annoyance
27
Customer Outreach
27
Accountability
28
Powerlessness
28
Avenues Toward Change
Post-Survey Stakeholder Interviews
28
31
Methodology
31
Key Findings
31
Post-Survey Conclusions
36
Study Conclusions
38
Appendices
39
LIST OF TABLES AND FIGURES
Table 1: Breakdown of Participants by Type and Gender
3
Table 2: Survey Respondent Composition by County and Household Location
12
Table 3: Sample Composition by Household Size* and County
12
Table 4: Sample Composition by Annual Household Income and County
13
Table 5: Sample Composition by Age and County
13
Table 6: Sample Composition by Ethnicity and County
14
Table 7: Type of Residence
14
Table 8: Ownership of Residence
15
Table 9: Length of Time at Current Residence
15
Table 10: Reasons for Residential Location Selection
15
Table 11: Weekly Exposures to Aircraft Noise
16
Table 12: Consequence of Most Recent Noise Exposure
16
Table 13: Perceived Aircraft Noise Variations by Time of Day, Day of Week and
Season
17
Table 14: Annoyance by Aircraft Noise
19
Table 15: Agreement with Ronald Reagan Washington National Airport-Related
Statements
23
Table 16: Breakdown of Participants by Type and Gender
25
Table 17: Focus Group Roadmap Of Discussion
43
Table 18: Structured Interview Roadmap Of Discussion
68
Figure 1: Survey Organization Break Down
2
Figure 2: Aircraft Noise Priority Scale
4
Figure 3: Map of Participating Households
11
Figure 4: Duration of Most Recent Aircraft Noise Exposure
17
Figure 5: Times of Day When Aircraft Noise Is most Noticeable
18
Figure 6: Days of Week When Aircraft Noise Is Most Noticeable
18
Figure 7: Season of the Year When Aircraft Noise Is Most Noticeable
19
Figure 8: Degrees of Annoyance from Aircraft Noise
19
Figure 9: Current Aircraft Noise Levels Relative to Noise Levels 5 Years Ago
20
Figure 10: Familiarity with Levels of Aircraft Noise in Community
20
Figure 11: Contacted Local Official about Aircraft Noise
21
Figure 12: Use of Reagan National Airport in the Past
21
Figure 13: Yearly Trips to or from Reagan National Airport
22
INTRODUCTION
BACKGROUND
On behalf of the Metropolitan Washington Council of Governments (COG), NuStats, an Austin-based
survey research firm, conducted a three-part research effort that obtained public and private stakeholder
feedback on the issues surrounding aircraft noise from Ronald Reagan Washington National Airport
(RRWNA or National Airport). This study was in support of the Part 150 Advisory Committee mission.
This comprehensive research program applied both qualitative and quantitative methods to obtain indepth information on the attitudes, experiences and behaviors of residents and community members in the
Metropolitan Washington, D.C., area with respect to aircraft noise. Organizations – private and public –
and businesses were also consulted regarding their views of RRWNA and resulting aircraft noise.
Between October and December 2002, NuStats carried out the first two phases of the research: (1) a
series of preliminary focus groups, and (2) a telephone survey. NuStats conducted this research with
residents living inside and outside of the National Airport flight path. In the spring of 2003 NuStats
completed the final phase of the study: post-survey qualitative research in the form of two focus groups
and one-on-one structured interviews with area residents and business representatives.
The goal of this research was to assist COG and the Part 150 Advisory Committee in their evaluation of
the affect of aircraft noise coming from National on the Metropolitan Washington, D.C. region. The study
focused on the following research questions:
1) What are the residential perceptions about exposure to airport noise?
2) What are the overall attitudes toward aircraft noise in general and National specifically?
3) How are respondents affected by aircraft noise?
4) Are behaviors altered in anyway due to aircraft noise?
5) What measures can be taken to mitigate the negative impact of aircraft noise?
6) How well informed are respondents on community debate regarding the issue of aircraft noise?
This report documents methodology and findings of each phase of the study, and pulls together the
conclusions from the overall research effort.
RESEARCH DESIGN
To achieve the research goals of the research, NuStats designed a three-phase approach (see Figure 1).
Pre-survey focus group research – Focus groups with active or concerned citizens in the
metropolitan Washington, D.C., area.
Quantitative telephone survey – Phone interviews with 1,205 residents of the Washington, D.C.,
area.
Post-survey qualitative research – Focus groups and structured interviews with individuals holding
positions particularly relevant to the issue of aircraft noise, such as community and business
representatives and elected officials.
The following sections detail the methods used in each study phase, as well as the findings.
NUSTATS
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FINAL REPORT
PAGE 1
FIGURE 1: SURVEY ORGANIZATION BREAK DOWN
The outreach study can be broken into four parts detailed below in chronological order. Summaries of results
for each part of the study can be found at the end of the relevant section of the report.
1.
2.
3.
4.
NUSTATS
8.01.03
Pre-Survey
Focus Groups
Two focus group interviews were conducted
before the initiation of the telephone survey.
These were conducted with randomly selected
individuals, living in zip codes along the
Potomac River. One interview was conducted
with residents living north of the river and the
other with residents living south of the river.
Twenty people were interviewed in an attempt
to gain insight into local individuals’ thoughts
and behaviors regarding RRWNA
Telephone
Interviews
In the largest single effort of the study, 1,204
individuals were surveyed, via telephone, on
their views, attitudes, and behaviors regarding
RRWNA and aircraft noise. Solid independent
measures were developed and a rigid
questionnaire was designed through which
NuStats could gain an objective understanding
of attitudes in the region.
Post-Survey
Focus Group
Interviews
In the Post-Survey focus group interviews,
participants were expressly chosen for their
important role in the debate and issues
surrounding aircraft noise at RRWNA.
Participants in these interviews, chosen by the
Part 150 advisory committee, were selected for
such reasons as their community activism,
citizen leadership, or due to their residence in
an area particularly hard hit by aircraft noise.
Post-Survey
Structured
Interviews
The last step in the research process was a
series of one-on-one interviews targeting
individuals with unique or particularly salient
views regarding RRWNA and aircraft noise.
Such individuals included business
representatives, airline pilots’ and National
Parks representative, and local Mayors.
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 2
PHASE I – PRE-SURVEY FOCUS GROUPS
BACKGROUND
NuStats conducted qualitative research in the form of two focus groups. The purpose of this research was
to probe into common attitudes and behaviors regarding aircraft noise, particularly from National Airport.
NuStats recruited focus group participants from zip codes determined to be within the flight path for a
series of discussions with renters and homeowners in the metropolitan D.C. area. For recruitment
purposes, NuStats used lists provided by the Part 150 Advisory Committee for both research efforts.
Participants were chosen because of their relevant role in the aircraft noise debate and consisted of active
community members, business representative, local citizen representatives, and association
representatives.
The groups met on Thursday, November 21, 2002. A professional moderator from NuStats led the
groups. Each group lasted approximately one and a half hours and was conducted at a professional focus
group facility in Alexandria, Virginia.
METHODOLOGY
To achieve the research goals, NuStats designed a focus group discussion guideline (see Appendix A).
The guideline has a series of questions, logically ordered, to capture qualitative data on public perception
and attitudes toward aircraft noise. Participants were divided into two groups: those living north and
those living south of National Airport. A breakdown of participants is shown in Table 1 below.
TABLE 1: BREAKDOWN OF PARTICIPANTS BY TYPE AND GENDER
Group Type
Number of Participants
Men: Women
Group 1: North of Airport
10
5:5
Group 2: South of Airport
10
5:5
FOCUS GROUP FINDINGS
This section outlines the study’s keys findings and is organized into five broad themes:
Competing community priorities;
Airport benefits;
Familiarity with aircraft noise issues;
Personal concerns/behavior modifications; and
Information sources.
COMPETING COMMUNITY PRIORITIES
When asked about the leading issues facing their community, focus group participants named a
myriad of competing community priorities. Among them were congestion, metro access, parking,
pollution, safety and housing. Participants felt these were all issues that concerned them and their
communities and were worthy and demanding of their time and attention. Likewise, all of these
related directly to what respondents considered ‘community virtues.’ These community virtues are
reasons for which residents live in and value their neighborhoods. Specifically, residents appreciate
NUSTATS
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 3
their communities because they are clean, quiet, safe, and convenient and accessible. It is interesting
to note that in light of these values and priorities aircraft noise was never mentioned without first
prompting on the subject.
When the particular subject of aircraft noise was eventually brought to the attention of the
interviewees, all acknowledged the topic with some familiarity. This scenario, in which people are
aware of the issue but do not list it as a competing priority, is indicative of the prevailing attitudes
towards aircraft noise. Although it is acknowledged and sometimes experienced as an annoyance,
most respondents that have any noise problems have become accustomed to the noise and tolerate it
as part of contemporary urban living.
Respondents were asked to consider where aircraft noise fit in, overall, compared to other community
issues. Figure 2 is a priority scale (ten being highest priority, one being lowest) displaying where
respondents placed aircraft noise when compared to other community issues and how many
respondents gave that score. Scores are accompanied with some comments that accompanied these
ratings.
FIGURE 2: AIRCRAFT NOISE PRIORITY SCALE
Rating | # of Respondents | Comment
10
2
“airport pause” when talking outside during plane flight
9
1
planes fly over apartment building every night, might be Ft. Belvoir
8
1
looks nice but hears “rumbling” all night
1
used to it, annoyed late at night
4
2
last few years has not been noticeable/usually fly during the day when not home
3
5
only when coming from a certain direction/although very close, accustomed to it
2
1
1
7
7
6
5
doesn’t even notice commercial traffic/don’t hear it where I live
Those rating aircraft noise lower on the scale gave a variety of reasons for doing so. Of those who
rated noise a one on the scale many felt that they were not subject to aircraft noise where they lived
and denied hearing it at all. If they did hear it, it was so minor in comparison to other area noise
polluters and other community issues that it was a non-issue. “It’s not a factor,” one respondent said
simply. “I don’t remember the last time I heard anything,” said another respondent echoing that
sentiment. “We haven’t heard anything,” said another respondent, “[and] we live right next door.”
NUSTATS
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 4
Those giving mid-scale ratings, from three to seven, claimed a number of things, of which the most
common was that they were accustomed to it. One resident, who evidently lived close enough to the
airport and flight paths that she could tell whether or not it was raining by the amount and type of
noise the aircraft were making, rated aircraft noise a three as she has been living in this environment
her whole life and is accustomed to it. “That’s life” she said, “If that’s all I had to complain about,
I’d be in utopia.” Here we see evidence of both an accustomed, accepting attitude toward aircraft
noise and the low priority given aircraft noise in the relative list of personal and communal issues.
Another common rationale behind these middle scores was scheduling. Some had the experience that
planes were most disruptive during working hours when they were not at their residences and
therefore were not subject to the hours of highest noise concentration. Others felt that the planes were
only bothersome when using specific flight paths from a particular direction or for only half an hour
at a time and as one woman said, “You can put up with anything for half an hour.”
Others cited the closing hour of ten o’ clock as the saving grace. “If it would be late,” one respondent
said, “it definitely would bother me.”
Some participants thought that it was closed doors and windows that protected them from the full
brunt of aircraft noise. “It gets fairly hot and fairly cold (in the region) so maybe six to eight months
out of the year the windows are always closed, so that makes a big difference.” Echoing this
sentiment another respondent said, “They fly over all the time but if my screen door is closed it’s not
irksome. [Or] maybe I’m acclimated to it – it doesn’t really bother me.”
Many of those that rated aircraft noise higher on the priority scale complained of noise that disrupted
their activities. A few spoke of noise occurring throughout the night. “It looks nice to see the planes
land and leave,” said one participant, “but I’m so close to the airport I hear this rumbling all night.”
Another woman had dubbed behavior resulting from aircraft noise the “airport pause.” This takes
place when she is talking outside and a plane flies overhead and she is forced to cease her
conversation for a brief period due to the intense aircraft noise above. Another respondent said that
although the noise was confined to certain time periods, “In certain months yes it [is] very annoying
to me… noise pollution matters.”
It is interesting to note that some participants complained of noise coming from military planes,
municipal helicopters and other aircraft noise and some could not identify where the aircraft in
question were coming from or who they were serving.
AIRPORT BENEFITS
All respondents agreed that the airport fills community needs, the most obvious of which was
convenience. Nearly all participants appreciated the “enormous” convenience the airport provided
them, particularly the business travelers, “[I] can just take the metro, for business, going in and out,
it’s really convenient.” Those that had business travelers in their family also expressed their
appreciation. “It’s the convenience of being able to swing in and drop him off and swing in and pick
him up.” This was measured in comparison the tedium of accessing other area airports such as
Baltimore Washington International and Dulles International, “Who wants to drive all the way to
Dulles, it’s awful.”
Other acknowledged benefits of the airport were economic in nature. Job creation was the primary
economic benefit according to the focus groups. Respondents felt that the airport creates jobs across
the economic spectrum, from “taxis to the shops inside.” The “perpetual construction” that is
performed in association with the airport was also mentioned. “I knew a lot of people that worked
there and retired, whole careers.” Participants generally felt the airport played a valuable role in the
region through the huge numbers of jobs it creates.
NUSTATS
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 5
Another economic benefit was to the city of Washington itself, that is, “The total economic impact of
tourism on Washington, D.C., or business conventions that are directly attributable to National
Airport as opposed to BWI or Dulles.” Interviewees felt the airport was a boon to the city as a whole,
not only by through the convenience and job creation it provided but also by impacting the city as a
whole, by providing a steady influx of tourism and business travelers. Tax dollars were another
economic benefit named by respondents.
Still other benefits of National Airport were mentioned, such as recreation. Respondents recognized
that watching planes take off and land is almost a past time for many. “It’s a big thing for the kids.”
FAMILIARITY WITH AIRCRAFT NOISE ISSUES
When asked about salient issues facing National Airport and the surrounding communities, interviewees
were quickest to mention issues relating to safety and terrorism. The proximity of the airport to national
leadership, changing of flight paths and security agents and the presence of sharp shooters, all in response
to “the terrorism issue,” were mentioned as concerns or popular/relevant issues.
Many mentioned that they had heard about changing regulations at National Airport, such as schedules
and flight paths. “They’ve allowed later flights to come in now, and more flights that before.” This
sentiment was expressed by others in the conversation as well, “[They are] letting louder planes land here
and I think extending the hours.” Others mentioned hearing about an antiquated radar system at National
Airport that was scheduled for replacement.
Only at the end of this conversation did one of the respondents mention noise abatement matters, saying
specifically that that such noise issues had “been in the newspapers and discussions” but did not go on to
elaborate further on specific arguments. Another gentleman, after prompting, stated that he was familiar
with noise issues and went on to discuss homebuyers who had purchased homes under the flight path
without seeing the property during the work week when commuter air traffic is at its peak. Hence these
individuals bought properties with higher noise levels than expected.
When probed about community debates regarding aircraft noise, a couple of participants responded that
they remember hearing concerns about larger planes flying in and out of the airport which would lead to
more noise disturbance in the neighborhood. As one woman said, “there’s a lot of families that are very
active that attend every meeting, those are my girlfriends, but I don’t think it’s a big deal.”
Many others however had not heard about aircraft noise issues. One woman who claimed that noise was
not a factor in her community said that she had never heard anyone talk about it. Another respondent
reiterated these sentiments, going on to say that ambulance noise was more of a discussion point than
aircraft noise. Indeed when asked if aviation noise was causing a community problem, respondents
unanimously replied no.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 6
PERSONAL CONCERNS/BEHAVIOR MODIFICATION
As discussed earlier, most respondents did not place aircraft noise high on their list of priorities and this is
reflected in their attitudes and behaviors. None of the respondents track or follow issues related to aircraft
noise and everyone indicated that aircraft noise was not a focus of their energies when thinking of issues
that they face personally or as a community. “Fifteen years ago it was a big problem, I used to call it, but
not anymore. Others echoed this sentiment by saying that it used to be the “issue of the day” but that is
no longer the case. Most interviewees said they did not change or otherwise modify their behavior to
accommodate aircraft noise. Even some of those that did slightly modify their behavior said that it was of
not much concern to them. Some respondents turn up their television but most claim they have grown
accustomed to such things and are not actively aggravated by it. One participant felt it was the frequency
of planes that frustrated her the most, claiming that when they come every three minutes it begins to
really annoy her. Less frequency, however, she finds tolerable.
A few respondents spoke more emphatically of the effects of aircraft noise on their lives. One woman
complained that it occasionally disturbed her sleep and gave her trouble when on the phone or watching
TV. This respondent succinctly summed up her feelings about aircraft noise and similar disturbances,
saying, “If a person is disturbed, can’t function in what they are doing or it wakes them up…these are
major immediate environmental issues that have an impact on your well being.” Later in the meeting she
elaborated, “I honestly believe noise pollution can affect someone’s health.” However, she went on to
highlight the benefits National provided her, “from where I live it would be very inconvenient not to have
Reagan.” This displays the conflicting feelings toward the airport characteristic of many respondents.
Others who didn’t report any problems with noise said that some of their friends and neighbors were
having more problems with noise than they were. One respondent said her neighbor’s toddlers are
awakened by air traffic while other respondents recognized that there were other people that are more
concerned with such issues. One person said, “I personally don’t care but I’m sure there are people that
do and they’re going to be on this like bloodhounds, and if it becomes a big deal then I’ll get involved and
then I’ll definitely say…no noise.”
As mentioned earlier, many expressed conflicting sentiments regarding the airport, accepting the noise as
a price paid for living in an urban setting with access to modern conveniences such as the airport. One
respondent who reported hating the noise also loved her view of the airport and therefore tolerated the
noise in her apartment.
Regardless of the emphasis put on the aircraft noise, all respondents agreed that air traffic at National
Airport should not be increased nor should the hours of operation be extended earlier in the morning or
later in the evening, agreeing that “more noise would be very bad.”
Again, one of the major concerns displayed was that of safety. Whether due to the short runways, tighter
schedules, terrorism, or higher traffic outside the airport, most of the respondents were more concerned
with safety than noise pollution. Many of these sentiments are exemplified by the following statement
from a D.C. resident:
“I don’t want the airport to be closed. But even if they get planes that make zero noise I don’t
want the traffic going into National to be increased at all. It is a very dangerous airport and
to increase the number of airplanes going in there is just going to make it that much more
dangerous…I don’t want the noise to go up any further and I don’t want the quantity of
planes landing at national to go up any further.”
This provides evidence of both the appreciation of the airport and tolerance of noise. It also shows the
desire to cap traffic at National at the current level not only for noise but for safety purposes as well.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 7
SOURCES OF INFORMATION ON RONALD REAGAN WASHINGTON NATIONAL AIRPORT
Most cited the Washington Post as a central source of information for issues related to the airport. For
more specific community and local information, respondents said they looked to local news and news
gazettes.
No participants had heard about the Part 150 Study but most were curious to find out more about it and
more about airport issues in general. One person suggested creating an airport section in the paper to
keep people up to date about airport issues. Another participant though adding a transportation section to
high school or elementary school civics classes would be beneficial.
Better public relations on the part of National Airport was something for which a desire was expressed as
well. Respondents generally felt that they did not get enough information about aircraft noise and similar
topics, particularly in light of all the attention getting national news that grabs headlines in the area.
FOCUS GROUP CONCLUSIONS
Overall, respondents did not place a high priority on aircraft noise. Most felt that there were other
community issues more deserving of attention and even in the realm of noise pollution felt that there were
other sources that left aircraft noise from National Airport far down their list of priorities.
Although many were cognizant of the noise and were affected in some way or another by aircraft noise,
most had become accustomed to this noise or saw it as a part of daily life, or a trade off that is made in
order to live in a modern and convenient urban area. However it is important to note that all respondents
stood firmly against any increase in noise levels at National Airport and generally did not want to see any
increase in air traffic or hours of operation as well as noise levels.
Respondents were in agreement on a number of issues related to the Airport and aircraft noise:
For reasons of both safety and noise mitigation, air traffic should not be increased but rather capped
at current levels.
The hours of operation should not be expanded.
Safety was seen as a more crucial issue than aircraft noise and most concerns about the airport
stemmed from this.
The airport fills an important community role and it should remain in operation. Even those most
affected by aircraft noise did not express any strong desire to shut down or otherwise decrease or
modify current standards for air traffic going in and out of National Airport.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 8
PHASE II - TELEPHONE SURVEY
BACKGROUND
This section of the report documents the methodology and findings of the survey component of the
Aircraft Noise Community Outreach Study. This quantitative research effort compliments the qualitative
research conducted (focus groups and stakeholder interviews) in support of the Part 150 Committee
mission. NuStats conducted the telephone study with 1,205 residents of the Washington, D.C.,
metropolitan area between November 30th and December 19th, 2002. The survey examined residents’
attitudes, awareness levels and practices in regard to aircraft noise from National Airport. Study findings
include real and perceived impacts of aircraft noise. The study objectives included:
Quantitatively assess residential perceptions of their exposure to aircraft noise;
Identify the frequency, duration, and intensity of aircraft noise exposures;
Uncover the perceived impact of aircraft noise levels on residential quality of life; and
Measure overall attitudes towards aircraft noise and National Airport.
The following section begins with an overview of the sampling method and instrument design as well as
sample composition used in the study. The Sample Design section describes four stages of sample draw
and reviews demographic and residential characteristics of sampled respondents. Data Collection Method
examines stages of the survey’s implementation. This section discusses the instrument tests performed
while designing the questionnaire and computer-assisted telephone interview (CATI) retrieval script as
well as modifications introduced as a result of the tests. It also covers technical and data quality problems
encountered in the course of data retrieval and strategies used to alleviate these problems. This is
followed by an analysis of study’s response rate. Survey Composition discusses the demographic
characteristics include respondent’s household size and household income, age as well as ethnicity. It
also includes residential characteristics include residence type and ownership, length of time at current
residence as well as residential location selection criteria.
The section concludes with presentation of findings about exposure to aircraft noise, aircraft noise
variation by time of day, day of week and season, attitudes toward aircraft noise exposure as well as use
of National Airport.
SAMPLE DESIGN
For this study, NuStats used a four-staged sampling method. The stages included: 1) selection of
counties/jurisdictions, 2) selection of zip code areas within the National Airport flight path, and 3)
random selection of households from both within and outside the flight path areas, and 4) random
selection of a respondent using a valid probability based method. The scope of the study included six
areas: Montgomery County (MD), Prince George’s (MD), Fairfax (VA), City of Alexandria (VA),
Arlington (VA) and Washington, D.C.
At the second stage, based on zip code, NuStats stratified the counties in two groups: 1) flight path areas
and 2) those outside the flight path. The Part 150 Committee defined the National Airport flight path as a
zip code area on each side of the Potomac River. The selected zip codes are shown in Figure 3 and
included: 20004 (Washington, DC), 20007 (Washington, DC), 20016 (Washington, DC), 20024
(Washington, DC), 20032 (Washington, DC), 20037 (Washington, DC), 20057 (Washington, DC), 20332
(Washington, DC), 20336 (Washington, DC), 20607 (Prince George’s County), 20744 (Prince George’s
County), 20745 (Prince George’s County), 20812 (Montgomery), 20816 (Montgomery), 20817
(Montgomery), 20818 (Montgomery), 20854 (Montgomery), 22066 (Fairfax), 22067 (Fairfax), 22079
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 9
(Fairfax), 22101 (Arlington), 22102 (Arlington), 22201 (Arlington), 22202 (Arlington), 22207
(Arlington), 22209 (Arlington), 22211 (Arlington), 22301 (Alexandria), 22305 (Alexandria), 22307
(Fairfax), 22308 (Fairfax), 22309 (Fairfax), 22314 (Alexandria). Figure 3 also depicts a cartographic
representation of the surveyed households within and outside flight path.
At the third stage, NuStats randomly selected households with both listed (i.e., with known and available
addresses) and unlisted telephone numbers (i.e., households with unknown and unavailable addresses)
from both within and outside flight path area. When randomly selecting households, NuStats used an
RDD procedure. As a result, the original sample consisted of 8,780 pieces carved into 22 replicates1,
each approximately 400-strong. At the fourth stage, NuStats interviewed one adult per household who
was at least 18 years of old.
However, the course of the study revealed that stratification of areas into flight path areas and outside
flight path ones did not serve the purposes of the analysis. Therefore, based on a household location in
relation to the proximity to the RRWNA, NuStats divided all interviewed households in three categories:
1) households located within a two-mile distance from the airport (27%), 2) households located within
three to five miles from the airport (38%), and 3) households located in the area greater than five miles
from the airport (35%). While knowing addresses of households with listed phone numbers, NuStats
determined location for households with unlisted phone numbers through geocoding their addresses
obtained in the interview.
1
A replicate is a sub-sample that mirrors the stratified proportions of a sample.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 10
FIGURE 3: MAP OF PARTICIPATING HOUSEHOLDS
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PAGE 11
DATA COLLECTION METHOD
Based on a rolling distribution, NuStats interviewed residents via CATI. The average interview length
was nine minutes. A questionnaire of 89 questions is attached in Appendix C. Surveys were conducted
between November 30th and December 19th, 2002.
SURVEY COMPOSITION
The completed survey composition consisted of 1,205 residents. Table 2 shows the interviewed sample
composition by county and household location.
TABLE 2: SURVEY RESPONDENT COMPOSITION BY COUNTY AND HOUSEHOLD LOCATION
COUNTY/CITY
WITHIN FLIGHT
PATH
OUTSIDE FLIGHT
PATH
TOTAL
District of Columbia
100
97
197
Arlington County, VA
100
68
168
99
134
233
100
68
168
Fairfax County, VA
City of Alexandria, VA
Montgomery County, MD
100
117
217
Prince George’s County, MD
106
116
222
Total
605
600
1,205
DEMOGRAPHIC CHARACTERISTICS
On average, a participating household consisted of 2.5 respondents. A majority (61%) of households
included one- and two-person households.
TABLE 3: SAMPLE COMPOSITION BY HOUSEHOLD SIZE* AND COUNTY
HOUSEHOLD
SIZE
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
CITY OF
ALEXANDRIA
TOTAL
1-person
37.6%
14.3%
18.5%
25.0%
14.2%
30.4%
22.6%
2-person
38.1%
37.8%
34.7%
38.7%
35.6%
46.4%
38.2%
3-person
16.2%
18.0%
20.3%
13.1%
16.7%
11.9%
16.3%
4+-person
8.1%
29.0%
26.1%
22.0%
33.5%
10.7%
22.4%
Non-classified
Total
0.0%
0.9%
0.5%
1.2%
0.0%
0.6%
0.5%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
*Mean household size = 2.50
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 12
Nearly one-third (30%) of surveyed respondents resided in households with an annual income of at least
$100,000, while almost one-fifth (19%) of respondents lived in households with an annual income of less
than $50,000, as noted in Table 4 below.
TABLE 4: SAMPLE COMPOSITION BY ANNUAL HOUSEHOLD INCOME AND COUNTY
ANNUAL
HOUSEHOLD
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
CITY OF
ALEXANDRIA
TOTAL
Less than $10,000
6.1%
1.4%
1.4%
3.0%
0.0%
0.6%
2.0%
$10,000 - $24,999
4.6%
4.6%
9.5%
1.8%
1.7%
3.6%
4.4%
$25,000 - $49,999
12.7%
7.4%
18.9%
14.3%
9.4%
13.1%
12.5%
$50,000 - $74,999
18.8%
14.7%
19.8%
12.5%
18.9%
16.7%
17.1%
$75,000 - $99,999
10.2%
12.9%
19.4%
14.9%
17.2%
15.5%
15.1%
$100,000+
23.9%
40.6%
16.7%
33.9%
33.5%
34.5%
30.3%
Refusal
23.9%
18.5%
14.5%
19.7%
19.3%
16.1%
18.6%
Total
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
INCOME
The median age of surveyed respondents was 48. One out of five (20.8%) respondents was between 25
and 44 years old. Similarly, one out of five (19.3%) was 65 years of age and older.
TABLE 5: SAMPLE COMPOSITION BY AGE AND COUNTY
Age
DC
Montgomery
County
Prince
George’s
County
Arlington
County
Fairfax
County
City of
Alexandria
Total
18-24
5.6%
2.8%
5.9%
5.4%
4.3%
5.4%
4.8%
25-34
21.3%
6.5%
14.4%
23.2%
14.6%
19.6%
16.1%
25-44
16.8%
19.8%
18.5%
22.0%
25.8%
22.0%
20.8%
45-54
14.2%
22.1%
19.4%
11.3%
16.3%
17.3%
17.0%
55-64
12.7%
17.1%
16.7%
17.3%
18.9%
16.1%
16.5%
65+
22.3%
24.9%
20.7%
16.1%
15.5%
15.5%
19.3%
Refusal
7.1%
6.9%
4.6%
4.8%
4.7%
4.2%
5.3%
Total
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 13
A majority (71%) of respondents were of Caucasian descent, while one out of six (16%) was of African
American origin. Because of a sensitive nature of income, age and ethnicity sharing, almost one-fifth
(19%) refused to report their annual household income, five percent refused to provide their age, and five
percent of surveyed respondents chose not to tell their ethnicity.
TABLE 6: SAMPLE COMPOSITION BY ETHNICITY AND COUNTY
ETHNICITY
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
CITY OF
ALEXANDRIA
TOTAL
Caucasian
59.9%
77.4%
45.9%
83.9%
79.8%
82.7%
70.9%
African American
28.9%
4.1%
44.1%
3.0%
4.3%
6.5%
15.8%
Native American
0.5%
0.5%
0.0%
0.6%
0.9%
0.0%
0.4%
Asian/Pacific Islander
2.5%
6.9%
0.9%
4.8%
6.0%
3.0%
4.1%
Other
1.5%
4.1%
5.9%
4.8%
4.7%
3.0%
4.1%
Refusal
6.6%
6.9%
3.2%
3.0%
4.3%
4.8%
4.8%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Total
4 percent of all respondents were Hispanic or Latino origin.
RESIDENTIAL CHARACTERISTICS
A majority (58%) of sampled respondents lived in an unattached single family home. While nearly one
out of four (23%) resided in a condominium or town home, one out of eight (17%) respondents resided in
an apartment.
TABLE 7: TYPE OF RESIDENCE
RESIDENCE TYPE
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
CITY OF
ALEXANDRIA
TOTAL
Unattached Single
Family Home
37.6%
73.7%
75.7%
48.2%
68.7%
33.3%
58.0%
Condo or Town Home
24.9%
18.9%
10.8%
23.2%
23.2%
38.1%
22.5%
3.6%
0.5%
1.4%
0.6%
0.0%
2.4%
1.3%
Duplex
Apartment
32.5%
5.1%
11.7%
26.2%
7.3%
26.2%
17.1%
Mobile Home
0.0%
0.05
0.0%
0.0%
0.4%
0.0%
0.1%
Other
1.5%
1.45
0.05
0.0%
0.45
0.0%
0.6%
Refusal
0.0%
0.5%
0.5%
1.8%
0.0%
0.0%
0.4%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Total
Table 8 on the following page shows that a vast majority (73%) of surveyed residents owned their current
residence and one-fourth (26%) of residents rented it.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 14
TABLE 8: OWNERSHIP OF RESIDENCE
OWNERSHIP TYPE
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
ALEXANDRIA
CITY OF
TOTAL
Own
59.9%
87.5%
75.2%
64.3%
83.7%
61.3%
73.2%
Rent
39.6%
11.5%
23.8%
33.9%
13.4%
38.7%
25.6%
Other
0.5%
0.5%
0.0%
0.0%
2.1%
0.0%
0.6%
Refusal
0.0%
0.5%
1.0%
1.9%
0.8%
0.0%
0.6%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Total
More than two-thirds (69%) of sampled residents have lived at their current residence for more than three
years, while one-fourth (25%) have resided in their current places between one and three years.
TABLE 9: LENGTH OF TIME AT CURRENT RESIDENCE
TIME
DC
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
CITY OF
TOTAL
ALEXANDRIA
Less than 1 Year
4.1%
3.7%
6.8%
8.9%
3.0%
8.3%
5.6%
1 – 3 Years
32.5%
18.9%
18.5%
24.4%
25.3%
32.1%
24.9%
More than 3 years
63.5%
77.0%
74.3%
65.5%
71.2%
59.5%
69.1%
Refusal
0.0%
0.5%
0.5%
1.2%
0.4%
0.0%
0.4%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Total
More than one out of four (28%) respondents reported proximity to job as a primary reason for choosing
their current residential location. One out of eight (13%) cited housing cost as a primary reason. Other
reasons included safety (7%), proximity to schools (6%) and local diversity (5%).
TABLE 10: REASONS FOR RESIDENTIAL LOCATION SELECTION
SELECTION CRITERIA
MONTGOMERY
COUNTY
PRINCE
GEORGE’S
COUNTY
ARLINGTON
COUNTY
FAIRFAX
COUNTY
ALEXANDRIA
CITY OF
TOTAL
Proximity to Job
19.3%
24.4%
24.3%
36.3%
30.0%
33.9%
27.6%
Proximity to Schools
4.1%
13.8%
5.0%
4.2%
7.3%
1.2%
6.2%
Housing Cost
12.2%
12.9%
11.3%
15.5%
13.7%
9.5%
12.5%
Proximity to Parks/Rec
0.5%
1.8%
0.5%
0.6%
0.9%
0.6%
0.8%
Diversity
7.1%
4.1%
4.5%
2.4%
2.6%
8.3%
4.7%
Proximity to Transit
5.6%
2.8%
1.4%
9.5%
2.1%
6.5%
4.3%
Safety
9.6%
6.9%
8.6%
1.8%
6.4%
4.8%
6.6%
Other2
32.0%
28.6%
36.0%
25.6%
29.2%
30.4%
30.5%
Refusal
9.6%
4.6%
8.6%
4.2%
7.7%
4.8%
6.7%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Total
2
DC
“Other” included various reasons that cannot be logically combined into objective categories.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 15
TELEPHONE SURVEY FINDINGS
This section reviews study’s findings about exposure to aircraft noise, aircraft noise variation by time of
day, day of week and season, attitudes toward aircraft noise exposure, as well as use of National Airport.
EXPOSURE TO AIRCRAFT NOISE
A majority (66%) of respondents reported being exposed to aircraft noise at least once a week during the
week of survey administration, as shown in Table 11.
TABLE 11: WEEKLY EXPOSURES TO AIRCRAFT NOISE
EXPOSURES PER WEEK
MILES FROM FLIGHT PATH
2 OR LESS
0
3 TO 5
MORE THAN 5
TOTAL
19%
36%
38%
32%
1–2
9%
20%
20%
17%
3–5
12%
15%
13%
14%
6 – 10
16%
12%
13%
13%
More than 10
41%
17%
16%
23%
Other
1%
1%
1%
1%
Cannot Recall
1%
0%
1%
1%
100%
100%
100%
100%
Total
As a result of exposure to noise, residents reported sleep disturbances (29%), inability to carry on a
conversation (23%), necessity to increase television and/or radio volumes (14%) and vibration in home
floors and walls (13%). Table 12 breaks down the list of consequences of noise exposure.
TABLE 12: CONSEQUENCE OF MOST RECENT NOISE EXPOSURE
CONSEQUENCES OF NOISE
PERCENT
You wake up because of the aircraft noise
28.8%
Had to stop conversation and wait for the plane to pass
22.6%
You need to turn up the volume to your television or radio
13.6%
The walls or floors in your home vibrate
13.4%
It scared you
12.3%
Items in your house shake or move
8.2%
Can’t remember
1.0%
Total
100.0%
Base: 389 responses provided by 799 respondents who indicated at
least one exposure to aircraft noise the week of survey administration.
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 16
AIRCRAFT NOISE VARIATION BY TIME OF DAY, DAY OF WEEK AND SEASON
Table 13 shows that a majority (53%) of residents exposed to noise at least once a week said that there
was a time of day when they noticed aircraft noise the most. However, only 15% of residents reported
that there was a day of the week when they noticed noise the most. One-third (35%) of sampled
respondents mentioned that there are seasons of the year when they noticed noise most.
TABLE 13: PERCEIVED AIRCRAFT NOISE VARIATIONS BY TIME OF DAY, DAY OF WEEK AND SEASON
NOISE VARIATION
PERCENT TIME OF
DAY
PERCENT TIME OF
WEEK
PERCENT SEASON OF
YEAR
Noticed
53
15
33
Not Noticed
44
81
63
Cannot Recall/DK/RF
3
4
4
Total
100.0%
100.0%
100.0%
On average, two-thirds (68%) of sampled residents experienced noise exposure of less than one minute,
while one-fifth (22%) experienced noise of less than two minutes. One out of ten (10%) experienced
being exposed to 3-5 minutes of noise.
FIGURE 4: DURATION OF MOST RECENT AIRCRAFT NOISE EXPOSURE
3 - 5 minutes
5%
More than 5
minutes
3%
Cannot
Remember
2%
1 - 2 minutes
22%
Less than 1
minute
68%
Base: 799 respondents who indicated at least one exposure to
aircraft noise the week that the survey was administered.
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 17
One-third (35%) of respondents reported that they noticed noise the most between 5 p.m. and 10 p.m., the
time period during which most residents are usually at home or on the way home from work or school.
FIGURE 5: TIMES OF DAY WHEN AIRCRAFT NOISE IS MOST NOTICEABLE
5 PM to 10 PM
35%
12 PM to 5 PM
22%
5 AM to 9 AM
20%
10 PM to 5 AM
10%
9 AM to 12 PM
8%
Cannot recall
1%
Other
5%
0%
5%
10%
15%
20%
25%
30%
35%
40%
Figure based on multiple responses.
One out of four (39%) of those who noticed noise variation during the weekdays reported that they
noticed noise most on Saturdays and Sundays.
FIGURE 6: DAYS OF WEEK WHEN AIRCRAFT NOISE IS MOST NOTICEABLE
Weekend
39%
Monday
13%
Friday
12%
Wednesday
12%
Thursday
12%
Tuesday
12%
Cannot Recall
0%
1%
10%
20%
30%
40%
50%
Figure based on multiple responses.
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 18
A majority (60%) of sampled residents who reported seasonal variations mentioned that they noticed
noise most in the summer.
FIGURE 7: SEASON OF THE YEAR WHEN AIRCRAFT NOISE IS MOST NOTICEABLE
Summer
60%
Spring
18%
Winter
11%
Fall
11%
Cannot recall
1%
0%
10%
20%
30%
40%
50%
60%
70%
Figure based on multiple responses.
ATTITUDES TOWARDS AIRCRAFT NOISE EXPOSURE
Twelve percent of respondent reported being annoyed by aircraft noise during the past week. Overall,
nearly one-fifth (17%) of surveyed respondents felt annoyed by aircraft noise during the last month.
TABLE 14: ANNOYANCE BY AIRCRAFT NOISE
THIS WEEK, %
THIS MONTH, %
Annoyed
12
17
Not Annoyed
88
83
DK/RF
0
0
Total
100.0%
100.0%
Of those annoyed, a vast majority (89%) reported being slightly or moderately annoyed, while one out of
ten (11%) annoyed residents felt very or extremely annoyed.
FIGURE 8: DEGREES OF ANNOYANCE FROM AIRCRAFT NOISE
Very
6%
Moderately
37%
Extremely
5%
Slightly
52%
Base: 201 respondents indicating annoyance by aircraft noise in last month.
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 19
One-third (33%) of respondents believed that noise levels were about the same compared with the levels
five years ago, while one out of six (16%) respondents felt that they were louder than five years ago.
FIGURE 9: CURRENT AIRCRAFT NOISE LEVELS RELATIVE TO NOISE LEVELS 5 YEARS AGO
46%
50%
45%
37%
40%
35%
29%
30%
25%
33% 34%
20%
20%
15%
37%
33%
30%
More
About the Same
17%
16%
15%
16%
14%
9%
Less
14%
Unsure
10%
5%
0%
2 or Less
3 to 5
More than 5
Total
Miles from Airport
Half (51%) of all respondents believed that they were not at all informed about levels of noise in their
community, while another half (49%) thought that they were somewhat and very well informed. Figure
10 suggests that more respondents living within two miles from the airport (56%) believed themselves to
be informed compared with the those residing within three to five miles from the airport (50%) and those
living in the areas greater than five miles away from the airport (42%).
FIGURE 10: FAMILIARITY WITH LEVELS OF AIRCRAFT NOISE IN COMMUNITY
70%
58%
60%
50%
35%
40%
30%
20%
51%
51%
44%
Very Informed
32%
21%
29%
18%
32%
17%
Somewhat Informed
Not at all Informed
13%
10%
0%
2 or Less
3 to 5
More than 5
Total
Miles from airport
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 20
Overall, surveyed respondents have not contacted a local official regarding the levels of noise around
their residences. However, residents living within two miles from the WWRNA were more likely to
contact a local official about noise in their community.
FIGURE 11: CONTACTED LOCAL OFFICIAL ABOUT AIRCRAFT NOISE
100%
98%
98%
92%
97%
90%
80%
70%
60%
Yes
50%
No
40%
30%
20%
8%
10%
3%
2%
2%
0%
2 or Less
3 to 5
More than 5
Total
Miles from Airport
Note: Figure does not include ‘don’t know’ response.
USE OF WASHINGTON REAGAN NATIONAL AIRPORT
A vast majority (91%) of all sampled respondents have used National Airport for traveling in the past,
with respondents living within two miles from the airport reporting the most use (97%).
FIGURE 12: USE OF REAGAN NATIONAL AIRPORT IN THE PAST
100%
97%
91%
91%
87%
80%
60%
Yes
40%
No
20%
3%
13%
9%
9%
0%
2 or Less
3 to 5
More than 5
Total
Miles from Airport
On average, nearly one-third (31%) of respondents made two or fewer trips per year to or from the
RRWNA. One out of four (25%) surveyed residents made more than six trips per year. Similarly, one out
of four (23%) respondents made between three and five trips per year. One out of five (21%) residents
made less than one trip per year.
NUSTATS
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 21
FIGURE 13: YEARLY TRIPS TO OR FROM REAGAN NATIONAL AIRPORT
40%
38%
35%
30%
25%
28%
23%
20%
21%
19%
21%
22%
31%
21%
21%
23%
Less than 1
1-2
3-5
14%
13%
15%
10%
31%
30%
13%
12%
10%
5%
3%
6 - 10
More than 10
4%
0%
2 miles or less
3 to 5 miles
More than 5 miles
Total
In addition, the study questionnaire gathered opinions on a series of statements. Sampled residents were
asked whether they agreed, disagreed or had no opinion on RRWNA-related statements. The statements
included the following: 1) “My local government officials are doing all they can to lessen aircraft noise”, 2)
“Aircraft noise makes my neighborhood a less desirable place to live”, 3) “Aircraft noise negatively affects
the property value of my home”, 4) “Noise is the inevitable price we pay for progress”, 5) “Aviation noise is a
growing problem”, and 6) “My neighborhood is exposed to more noise than most other neighborhoods.” 7)
“Aircraft officials are doing all they can to lessen aircraft noise”, 8) “The benefits of the airport outweigh the
costs”, 9) “Aircraft noise will not increase much over the next five years”, 10) “The Washington area would
be better off if the airport closed”, and 11) “The airport has a positive impact on the Washington area”. Table
15 on the following page presents a distribution of attitudes across sampled respondents residing in three
household location categories.
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 22
TABLE 15: AGREEMENT WITH RONALD REAGAN WASHINGTON NATIONAL AIRPORT-RELATED STATEMENTS
Distance from Airport
My local government officials are doing
all they can to lessen aircraft noise.
Aircraft noise makes my neighborhood a
less desirable place to live.
Aircraft noise negatively affects the
property value of my home.
Two Miles or Less
Greater than Five
Miles
Disagree
25.5%
13.4%
13.1%
16.5%
No Opinion
44.7%
53.7%
59.4%
53.3%
Agree
29.8%
32.9%
27.6%
30.2%
Disagree
61.8%
73.8%
79.8%
72.7%
No Opinion
8.7%
10.2%
7.6%
8.9%
Agree
29.5%
16.0%
12.6%
18.4%
68.9%
78.1%
80.0%
76.3%
No Opinion
11.2%
9.1%
8.6%
9.5%
Agree
19.9%
12.8%
11.4%
14.2%
Disagree
Aviation noise is a growing problem.
My neighborhood is exposed to more
noise than most other neighborhoods.
41.0%
43.5%
39.4%
41.4%
No Opinion
13.7%
14.7%
11.9%
13.4%
Agree
45.3%
41.8%
48.7%
45.1%
Disagree
45.7%
60.4%
63.4%
57.5%
No Opinion
13.4%
12.8%
13.1%
13.0%
Agree
41.0%
26.8%
23.5%
29.5%
57.8%
80.1%
81.0%
74.4%
Disagree
Airport officials are doing all they can to
lessen aircraft noise.
No Opinion
7.5%
6.3%
6.7%
6.7%
Agree
34.8%
13.6%
12.4%
18.8%
Disagree
The benefits of the airport outweigh the
costs.
23.3%
13.2%
11.9%
15.4%
No Opinion
45.7%
47.0%
54.2%
49.1%
Agree
31.1%
39.8%
34.0%
35.4%
Disagree
Aircraft noise will not increase much over
the next 5 years.
The Washington area would be better off
if the airport closed.
NUSTATS
8.01.03
Two Miles or Less
Disagree
Noise is the inevitable price we pay for
progress.
The airport has a positive impact on the
Washington area.
Total
10.9%
9.5%
11.6%
10.6%
No Opinion
17.1%
20.6%
26.1%
21.6%
Agree
72.0%
69.9%
62.2%
67.8%
Disagree
35.7%
33.1%
36.6%
35.0%
No Opinion
34.2%
31.6%
37.8%
34.4%
Agree
30.1%
35.3%
25.7%
30.5%
Disagree
87.6%
88.7%
84.3%
86.9%
No Opinion
4.3%
6.5%
9.5%
7.0%
Agree
8.1%
4.8%
6.2%
6.1%
6.2%
5.2%
6.4%
5.9%
Disagree
No Opinion
4.7%
7.4%
10.0%
7.6%
Agree
89.1%
87.4%
83.6%
86.6%
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 23
PHASE III – POST-SURVEY QUALITATIVE
RESEARCH
This section of the report documents the post-survey research phase of the study.
RESEARCH DESIGN
To achieve the research goals of the post-survey phase, NuStats designed a two-fold effort. First,
focus groups were conducted with active or concerned citizens. This was followed by one-on-one
interviews with individuals holding positions particularly relevant to the issue of aircraft noise such as
community and business representatives and elected officials.
The key study questions in both approaches were:
How are respondents affected by aircraft noise?
What measures can be taken to mitigate the negative impact of aircraft noise?
Are behaviors altered in anyway due to aircraft noise?
How well informed are respondents on community debate on the issue of aircraft noise?
Working closely with COG, NuStats created discussion guides specifically tailored to these research
efforts (see Appendix A). These tools consist of a series of questions, logically ordered, to guide the
discussions/interviews and capture qualitative data on public perception and attitudes toward aircraft
noise.
For recruitment purposes, NuStats used lists provided by the Part 150 Advisory Committee for both
research efforts. Participants were chosen because of their relevant role in the aircraft noise debate
and consisted of active community members, business representative, local citizen representatives,
and association representatives.
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 24
POST-SURVEY FOCUS GROUPS
METHODOLOGY
On February 25th and 26th, 2003, two focus groups were held with residents of the Washington
metropolitan area. Participants represented the general public, but were selected because of their concern
and interest in the subject and/or their past history as a community member active in the realm of aircraft
noise.
A professional focus group facility, Martin Focus Groups, located at 1199 N. Fairfax Street in Alexandria,
Virginia, was subcontracted to host the focus groups. NuStats recruited the participants using the list
developed by the Part 150 Advisory Board. A breakdown of participants is shown in Table 16 below.
TABLE 16: BREAKDOWN OF PARTICIPANTS BY TYPE AND GENDER
Group Type
Number of Participants
Men: Women
Group 1: February
25th
9
6:3
Group 2: February
26th
5
4:1
NuStats moderated each group using an interview protocol or discussion guide. Questions were selected
and phrased to elicit the maximum amount of information during each 90-minute session. The guide
generated open-ended conversations in the following topic areas:
Personal concerns/behavior modifications;
Drivers of annoyance; and
Avenues toward change.
KEY FINDINGS
PERSONAL CONCERNS/ATTITUDES AND BEHAVIORS
“We have a problem with national airport. These planes are now starting to fly close to 24
hours a day, [and] we are getting no relief.”
Participants in these focus groups were among those most adversely affected and frustrated by aircraft
noise in and out of Reagan National Airport. Most participants complained of significant effects of
noise on their behavior, lifestyle, or more subtly on mood, concentration, and indirectly, health. The
most obvious affects of the noise is seen in people’s interaction with the outdoors:
“We used to entertain outdoors, now we’ve almost completely given it up, when the aircraft
are going over roughly one a minute, you can’t even hold a conversation, sometimes
complete a sentence. Just to sit in our living room in the spring season and have the
windows and the doors open if you want to sit there and watch the television, if your trying
to have a conversation with friends, you can’t do it.”
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Others echoed these sentiments: “I never open my windows,” said one participant. “You cannot have
a conversation in your own yard it’s ridiculous,” said another. Yet another participant said that the
planes are so loud that they are “Rattling windows [and] frightening children.” Many participants felt
that noise had increased over the past few years while others seemed to feel it had remained constant.
Still a few others felt the noise had abated slightly. Still, all participants agreed, the noise was
unreasonably loud and intolerable, “It’s much higher than what the EPA says is a safe level, they
[Reagan National] use 65 decibel level and the EPA says 50 is the maximum [for health reasons].” In
another group a participant echoed these sentiments, “The decibels adjusted (DBA) level is…more
than objectionable.”
Many participants noted the effect aircraft noise can have on sleep behavior, for example, “It really
effects your sleeping patterns.” Some people found this particularly upsetting, as one respondent
noted, “I have a fundamental right to a good night’s sleep.” Respondents noted that this sleep
interference can lead to other problems including stress and depression which were also mentioned by
respondents as part of a group of less quantifiable but perhaps more insidious and detrimental effects
of aircraft noise. “The effects of noise can cause all kinds of problems from depression to stress…it’s
a health problem too.” “They use the word ‘annoyance’ [but] there are health consequences of this…
it disturbs people, there are real consequences here.” One person likened it to use of fly-overs in the
Vietnam War, which were used to scare, disorient and disturb the enemy.
Some respondents said that they even go as far as to arrange their daily schedule according aircraft
noise “I look at the hourly weather forecast on the weather channel to see when the winds are going to
shift and make decisions about… if we have a south wind up until midday, maybe I’ll go off and run
my chores somewhere and when I get home maybe I can relax a little bit.”
Participants were also concerned about the environment and in turn implications of living so close to
aircraft flight paths. Many included environmental effects in their overall view of the airport’s impact
on surrounding communities. One respondent cited air pollution as one of the reasons (along with
noise) for not opening windows, “I only have to go out to my patio and in a week it’s black with the
very…particles we now say are so dangers from diesel.” The lack of government regulation on
aircraft emissions was mentioned and discussed by one of the groups while respondents in both
groups believed there was a need for a study into the air quality in areas surrounding aircraft flight
paths. Another respondent linked air pollution from aircraft to higher cancer rates, heart disease and
respiratory problems. “Noise is just the tip of the aircraft pollution iceberg,” he continued.
Respondents believe that most community members hold very similar views. “People who live
within the true flight path are either very annoyed or extremely annoyed by continuing airline
flights.” Another interviewee felt, similarly, that aircraft noise is a significant community issue, “If
you ask in any community group, in this case southern Prince George’s county, list the top five
community concerns, noise abatement is one that will register.” There was general agreement among
the groups on this issue. From this, one can see how pertinent the issue of aircraft noise is believed
to be in relevant communities.
There is however also a strong appreciation for the airport and most respondents agreed that the
airport serves a valuable and useful purpose. “People are willing to live with some aircraft noise…we
all want the airport to be there, it’s absolutely necessary…people love the airport.” Convenience was
also a major attraction of the airport, “I’ve never talked to anybody that said they wouldn’t pay a little
extra money to fly out of National Airport.” Respondents tried to make clear that they are not
protesting as a matter of principle or generic theory, “I don’t think we want to come off as anti-plane,
[the airport] is pretty useful… but the impacts are pretty localized, they’re not as spread out.”
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However, these were all qualifying statements said in the face of what was a strong frustration with
aircraft noise and the ways in which relevant issues are being handled. There were very few
respondents that would actually want to see the airport closed and even those individuals felt it would
be an impossibility, “as a political issue I think it’s unrealistic to expect National to close.”
Other concerns expressed by participants revolved mainly around the safety of the airport. Many felt
the airport to be substandard in terms of safety requirements. One participant pointed out that there is
a runway pointed directly at the white house. Another respondent noted that it is “rated by pilots as
the toughest airport to fly in and out of.” Yet another felt the sheer number of aircraft in the area of
National Airport was reason for concern.
DRIVERS OF ANNOYANCE
“There’s this big black hole when you complain about anything to do with flights and
noise…you never get a response.”
While the noise itself is clearly the main agent of frustration and concern there are many factors that
add to and compound this frustration. Predominantly it is the lack of reliable information,
accountability and any efficient avenue through which to log complaints about aircraft noise that has
led to exasperation, frustration and sometime hopelessness.
CUSTOMER OUTREACH
The noise complaint hotline received the most indignant reviews, being called everything from
“useless” to “a travesty.” “The person is so abusive…people call me… and say I’m never calling
that hotline again, the person is laughing at me.” One respondent used the term “callous disregard” to
describe the attitudes of hotline staffers. “It was routine for [them] to be not merely disinterested but
rude…it was so obvious that nobody gave a damn.” From this it was easy to see how individuals’
frustration with aircraft noise is exacerbated by ineffective methods to address their problems.
The lack of any validation or perceived effectuality in the complaint process has had noticeable
effects on the actions of community members. Most participants agreed that there is a wave effect in
the efforts of complainants due to the perceived futility of the process. “It sort of goes in waves, at
various times there will be a major push in a given community…then after a while fatigue sets in
because nothing happens and then they move on to other issues.” Another participant stated the
effects of such a futile effort in a slightly more profound way, “There will be massive surges… but
nothing will happen, we’re not having any effect… then there will be another surge nothing will
happen again so there is a phasing of people being terribly disillusioned thinking they can’t really
make any change.” Indeed, on respondent called the effort to open a debate on the issue of noise a
“lost cause.”
On the heels of this, respondents exhibited an intense aggravation with the dearth of reliable
information on Reagan National Airport. “You try to get information…you won’t get it from
anybody.” The lack of information leaves people with differing ideas about what is happening and
how to effectively deal with it. One respondent believed that the lack of information was part of an
organized campaign to keep people uninformed and therefore out of touch and powerless regarding
the issues of aircraft noise. “Stonewalling has been a key part of their strategy for managing this
…problem for a long time and will probably remain so.”
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The result of the lack of any single accurate information source is that most respondents possess bits
and pieces of knowledge accurate or otherwise. Some had filled in the rest with theory or guesswork.
Most people elaborated well-formulated theories about the stage of aircraft, the changing flight paths,
new safety procedures, the effects of wind and cold, etc. It was quite clear in listening to the focus
groups that everyone had different ideas about what was happening and why. One woman summed it
up as follows:
“One of the things that I think is fascinating about all of this is that everybody has a different
view of exactly what they’re doing now and that goes back to the fact that the FAA and
MWAA do not provide the citizens with the real truth as to what’s going on.”
ACCOUNTABILITY
Many people mentioned the competing roles of MWAA and the FAA as a source of confusion and
annoyance, “I felt like a ping-pong ball there for a while getting bounced back and forth between the
FAA and MWAA.” This relates to a larger issue regarding accountable agencies. Most respondents
do not know with any sort of certainty who are the governing bodies regarding issues of aircraft noise
around Reagan National and therefore cannot direct their complaints efficiently. One participant
referred to it as “this enormous gray passing of the buck.”
POWERLESSNESS
Respondents also blamed congress for the lack of action on the subject. “Congress doesn’t give a
damn. They tell you that they care but as soon as you are out the door their problem is gone.” In
particular, John McCain was mentioned on more than one occasion. As chairman of the
congressional committee on Science, Commerce and Transportation, many participants felt that he is
to blame for some of the problems surrounding aircraft noise issues. “As long as McCain chairs the
committee, [noise mitigation] isn’t going to happen, it’s a moot point…the aviation lobby is
essentially unopposed.” This view augmented the feeling of powerlessness that respondents
exhibited. Viewing the airport as the domain of higher governmental body puts any decision making
influence the public might have even further out of reach. “The only people who get results are
individuals who are sitting in congress who want to get through more flights.”
AVENUES TOWARD CHANGE
“Everybody in the Washington area enjoys having the convenience of National Airport so
why shouldn’t everybody share in the noise”
There were many measures elaborated by focus group participants that could help to ease the tension
and frustration inherent in the current situation. The simplest and most feasible of these measures
would be improving customer relations. Customer relations is a broad area and all facets could be
targeted for improvement. Respondents did give clear indications as to what areas need the most
attention and where specific improvements could be made.
Complaint Hotline: There was an overwhelming and unanimous feeling of frustration with the noise
complaint hotline. Hotline attendants are described as being rude, condescending and even abusive,
adding insult to the injury of aircraft noise. One immediate and feasible way to help ease tension
would be to improve the hotline service. Respondents want to be treated with respect and
courteousness when they call to log a complaint. Further, they want to know that their complaint is
not in vain, that it is being tracked and that there will be some response or result such as a follow up
call or an investigation if there was indeed a violation of established norms and rules governing take
offs and landings and Reagan National Airport.
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Information Flow: Many respondents felt a distinct lack of available information, particularly from
an authoritative source. Some went so far as to say it was part of an organized effort to keep
distraught citizens unaware. To remedy this a concerted outreach effort should be made to publicize
relevant information in a way that it becomes readily available to those who seek it. One natural and
frequently suggested measure would be a dedicated centralized website. San Francisco International
Airport was mentioned repeatedly as a point of comparison because of their innovative and
informative website.
Information Needs: There were a number specific informational needs illustrated by the focus
groups. Many participants held conflicting notions or had been given faulty information regarding
noise abatement procedures and surrounding issues and all respondents were eager to find accurate
information about aircraft noise and related issues of consequence. Some of the more prominent
information needs, as expressed by focus group participants are outlined below:
Outline of current noise abatement procedures and measures.
Participants wanted to know definitively what constituted current abatement procedures,
specific flight path, take off and landing procedures as well as limits on allowable flights, size
and type of aircraft, and hours of operation. As one respondent said, they want to know
“exactly under what kind of rules these flights operate.” Moreover, respondents want to know
if these standards are being heeded or enforced and if there are any sanctions for noncooperation.
Accountable organizations
There was much argument in the focus groups regarding the organizations that are governing
activities at Reagan National Airport. In light of this there was a strong demand to know
exactly “who is responsible for what”. Participants wanted to know what governing bodies
were to be held accountable for each aspect of airport operation. This is inclusive of who
designs flight paths and noise abatement procedures, who decides what aircraft can fly into
and out of National and what hours of operation are appropriate, as well as who enforces
airport and aircraft regulations. Specifically, the FAA and MWAA should make an effort to
coordinate their responses to customers in order to prevent the “passing of the buck” that
respondents find so infuriating.
General lines of communication
There were many other sundry and specific information needs expressed by the group,
including a strong desire to see exact flight paths. “If you live in San Francisco you can log
onto their website and find these flight-paths everyday, so you see…if they are sending
airplanes over your house. I think National Airport should start to make some of these things
more public.” Here we see evidence not only of a desire to know about the specifics of flight
paths and daily flight but also a more general plea for better and easier public access to
information. Many participants wanted to know the best ways to get easy access to
information as well as what was being done to address and track their complaints when filed.
Other potential measures discussed by the focus group participants directly affected noise levels through
operational changes or regulations and most of these suggestions were greeted with familiarity and
agreement from a majority of the respondents. Among these suggestions was the institution of strict
hours of operation. It was recommended that aircraft operations begin no earlier than seven a.m. and end
no later ten o’ clock in the evening. This recommendation was built on the impression, professed by
many that aircraft using National Airport were now flying well into the night and starting in the early
morning, “close to twenty four hours a day.” Some believed that there were strict rules governing hours
of operation but that they weren’t being followed.
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Enforcement: This is indicative of another popular sentiment that there are appropriate procedural
guidelines in place to curb noise but there is no compliance with these rules. Hence, another
recommendation was simply that current rules and standards for flight operations at National be complied
with and enforced. Many agreed with one respondent who said, “If there is a hefty fine [for not following
established noise abatement procedure protocol] I don’t think you would run into the problems were
having here with all the complaints.”
Technical Advances: Another popular avenue of recourse often mentioned by focus group respondents
was the employment of modern technologies. Many respondents believed that there is a sensible way to
curb noise without affecting service and operations greatly through the utilization of the latest in noise
reduction and aviation technologies. One respondent wondered why, in the capital city in one of the
country’s “most beautiful airports, can’t we apply all these technologies that exist, they are out there.”
Technologies such as “Hush Kits” and “Stage 3” aircraft were mentioned with frequency and there was a
mention of impending “Stage 4” aircraft as well.
Flight Path Alteration: Still many others had multiple suggestions for flight path regulation that they
thought would help to mitigate noise impact. One of the frequently mention but more controversial of
these suggestions was what one respondent referred to as the “fair scatter plan” or “a fair noise
distribution” plan. This theory is based on the principle that “everybody in the Washington area enjoys
having the convenience of National Airport so why shouldn’t everybody share in the noise?” These
respondents felt that flight paths should be varied to disperse noise to all those living in the area rather
than concentrating aircraft noise in a few particular neighborhoods.
In order to accomplish this, planes would vary the distance from the airport at which they depart from the
river flight path. This would be true both north and south of the airport and would lessen noise in the
areas of high noise concentration but increase aircraft noise in neighborhoods that have hitherto had no
serious aircraft noise problems. Because of this re-allocation of noise there was some opposition to this
strategy from those who were not receiving the most severe impact of aircraft noise, displaying how this
issue can lend itself to a NIMBY3 mentality. It is also in this fashion that aircraft noise can be a very
divisive issue for the community, something that was elucidated by one of the participants earlier in the
discussion.
Other suggestions for flight path alteration included steeper angles of descent and ascent, narrower flight
paths, keeping the flight-paths more directly over the river, and cutting back power at appropriate times.
3
Not In My Backyard
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POST-SURVEY STAKEHOLDER INTERVIEWS
METHODOLOGY
NuStats conducted a series of one-on-one conversations with community stakeholders selected from a
list provided by the Part 150 Advisory Board. Participants represented a wide range of sectors and
view points on the issue of aircraft noise and were often a spokesperson or representative for their
region or industry. Interviews were conducted using a structured interview guide designed by
NuStats specifically for these interviews. For each interview, the discussion guide was slightly
altered and individually tailored to better accommodate and elicit information from particular
respondents from different fields and backgrounds. The discussion guide led to an open conversation
that focused on the following areas:
Prior experience (if any) with aircraft noise issues.
Feasibility or appropriateness of different avenues of
recourse
Potential direct or indirect effects of Aircraft noise and
the surrounding issues on professional affiliation
The primary purpose of the structured interviews was to make
sure that all facets and aspects of the community were
consulted in the effort to understand the effects of aircraft
noise and the surrounding issues. Through these interviews
with people in positions of unique relevance to the noise
debate, NuStats was better able to gain a holistic and
encompassing understanding of the breadth of this issue and
the role it plays in the community.
Structured Interview
Participants
•
•
•
•
•
•
Two Area Mayors
Airline Pilots
Representative
Local Business
Representative
National Park Service
Representative
Local Councilman
representative
Airport Task Force
Representative
KEY FINDINGS
Effects of Noise
Findings from the Post-Survey Structured Interviews were as diverse as the people interviewed, and
seldom was there an opinion that was shared by all the respondents in this phase of the study. One of
these rare unanimous sentiments concerning the airport is that it is a significant positive presence in
the community. Whether for convenience or economic purposes we have found that most people on
all sides of this debate value National Airport for one reason or another. As one Structured
Interviewee put it, “the airport is a positive, not a negative.”
Overall, noise was not a huge concern for our Structured Interview participants. “It is not one of the
big complaints from our members,” said one respondent in a statement that typified the views of
many. However, all the respondents in our structured interviews admitted that they represent a
particular subgroup in the community – one not heavily affected by aircraft noise – and not the entire
community or population. Most Structured Interview respondents recognized that aircraft noise is a
problem for some suburban residents.
According to our interviews, the business community shared the above sentiment. One business
representative reported that he had never received a noise complaint from a constituent. A business
representative in the Alexandria area, after pausing to let an aircraft pass, explained that aircraft noise
was something he expected to hear on a daily basis and that he “just dealt with it.” This is a view
similar to that evidenced by participants in the pre-survey focus groups, that noise is part of urban
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living, and something that one eventually tolerates or adjusts to. National Airport’s economic impact
was acknowledged by business representatives who saw the airport as a boon or stimulus in the
region, a factor that contributes to a favorable view of the airport. Respondents emphasized their
belief that most businesses in the area hold similar views.
Another respondent, who admitted that aircraft noise sometimes interrupts conversations in her office,
said she had only favorable feelings about the airport as it is a central lifeline for her business. This
was also typical of the business world; if noise is critical or somehow contributes to a business’s
success, any annoyance that accompanies the airport is acceptable, as long as it doesn’t hamper
business more than the airport helps in the first place.
The local officials interviewed represented neighborhoods and townships in the greater metropolitan
Washington area but, by their admission, they did not represent areas directly affected by aircraft
noise and this fact was usually acknowledged quickly by the respondent. One participant, mayor of a
nearby township for over twenty years, said it has never been a significant issue in his town. Like
many, he would be happy to decrease noise in the neighborhood but “it is not a real significant
issue…we have to have airplanes.” Here we see again the view of aircraft noise as part of urban
living. A representative from the District of Columbia said that their office had never received a
complaint about aircraft noise.
Another mayor, also from an area not directly affected by aircraft noise phrased it differently, “We’ve
been lucky to live in a community that is not so heavily affected by noise.” However, in this area
noise was enough of a concern that a committee was formed as an acknowledgement of what
appeared to be a growing issue, “it seemed that flights were coming more and more over the town,
[that] hours of operation were expanding.” This respondent said he has always been concerned about
additional noise over the area.
One respondent that did claim a direct effect of aircraft noise on her profession was a representative
of the National Park service. She explained that aircraft noise has decreased the recreational value of
many area parks and monuments and that noise has a severe impact on people trying to enjoy the
parklands. “The Noise level is so high that you cannot hear, [and it happens] every minute or so.”
The aircraft “frequently interrupts the contemplative setting” that the National Park Service tries to
create within the DC area monuments. The noise is so bad that it is considered in the design of future
monuments. Like other respondents however, it was recognized that aircraft noise can be part and
parcel of urban living, “with airports comes airport noise” and she also acknowledged that closing the
airport would be hugely unpopular with many.”
Views of the Debate
Despite acknowledging that there were areas more directly affected by aircraft noise, many
respondents minimized the impact of National Airport, which was partly due to the fact that aircraft
noise is not a significant concern for them, their field or the people that they represent. In a fashion
somewhat common among individuals who view the negative impact of the airport with less severity,
one local mayor said, “I don’t have much sympathy for people who move in near the airport and then
complain and ask for special exceptions,” thereby shifting partial culpability for the problem to those
that have recently moved into the area. Another respondent qualified complainants as a small group
of people that protest as a matter of “habit”, “it is the hobby of some individuals and groups to protest
(aircraft) noise levels”. He went on to say that Reagan National Airport receives only 200 complaints
a year and that participation in public hearings related to aircraft noise has been minimal in the past,
“people just aren’t that interested.”
Others however were more sympathetic to the problems encountered with aircraft noise. Nearly all
respondents were not surprised by the results of the telephone survey portion of the study, mainly that
16.7% of respondents reported that aircraft noise annoyed them. And as stated earlier, almost all
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respondents acknowledged that aircraft noise was a significant problem for some suburban residents.
One mayor sympathized with those suffering with aircraft noise. “I think any community would like
to know that airports are making every effort to control noise…quality of life is affected by noise up
above, it is a distraction.”
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Avenues Toward Change
Respondents had diverse feelings toward the proper recourse to be taken with a few saying that
keeping things as they are is the best method to manage this issue. Others, due to their position and
area of affiliation prescribed opposing measures while still others confirmed findings in earlier
portions of the study.
Outreach: One official, confirming the findings of the post-survey focus groups said that faulty
community relations are partly to blame for the problems surrounding noise issues at National
Airport. “People don’t know where to complain...people don’t know who controls National and I
don’t know either…it’s a lack of information, we’re locked out.” He goes on to posit a brief solution,
“all info should be accessible in newspapers.” The prior statement touches on many of the specific
findings of the post-survey focus groups, the lack of efficient and effective complaint management
system, a lack of accountability in airport management issues, and a lack of accessible information.
An Airline Pilots Association (ALPA) further highlighted the value of good community relations by
saying that the average citizen should know that pilots are trying to be good neighbors, “We’re not
out there hot-dogging and trying to ruin their bar-be-cue,” he said.
While many agree that outreach was crucial in mitigating the issues of Aircraft noise around National
Airport, others felt that information availability was sufficient, and that the Airport Authority does an
excellent job addressing the issues and debate surrounding aircraft noise. This is directly in contrast
to the findings of the post-survey focus groups and it was also discussed that these individuals are
targeted for information such as aircraft noise reports and other mailings due to their positions.
Moreover, these respondents felt that the airport authority does an excellent job monitoring
complaints and flight paths and they believe that these efforts have been successful in keeping the
aircraft “in check.” This was also in stark contrast to our findings from the post survey focus groups
in which people believed that any and all of the rules regarding noise mitigation were being
circumvented and broken with regularity.
Flight Path Alteration: Many of the solutions proposed earlier in the study revolve around flight path
alteration. However, according to one participant, a representative of ALPA, decreasing noise any
further through flight path alteration would be very difficult. Most of the rules regarding flight paths
are there for reasons of safety. Add to that the added flight restrictions imposed by the capital area
and there is little wiggle room for flight path changes. For example, focus group respondents felt that
reducing power would be a good way to cut back noise, however, according to the FAA, power
should not be reduced any more than to the point “where if you lost an engine you would still be
okay.” This limits the amount of power you can cut back on. He stated that at National Airport they
reduce power at 1,500 feet as opposed to the norm of 1,000, in order to gain more altitude at a quicker
pace. He explained that there would inevitably be a trade off in who receives the brunt of aircraft
noise between those close in to the airport and those more distant.
This was also true in other types of flight path alteration, such as varying the point at which planes
turn off the river to more evenly distribute aircraft noise. This measure is also a type of trade off
which shift aircraft noise to other areas in the region. For precisely this reason, this course of action
was not endorsed by one of the area mayors we interviewed who was otherwise very sympathetic to
the cause of noise mitigation. While he sympathized with those suffering from aircraft noise he said
“we have it pretty good right now” and as a representative of a township, he invoked what he
acknowledged was a NIMBY approach to the problem at this level, he didn’t want noise levels to
increase in the areas he represented.
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Regulation Creation and Enforcement: Many post-survey focus groups respondents felt that while
standards governing airport operations were appropriate, there was no enforcement of these standards,
leaving them impotent. The airline pilot representative elaborated, saying that the Federal Aviation
Authority (FAA) is responsible for enforcing it’s own rules and that generally, nobody gets fined for
noise though there are some exceptions. There are also different levels of FAA authority, which
starts in congress, moves down to FAA created Federal Aviation and Regulations and continues down
through Advisory Circular. Advisory Circulars are usually followed as if they were regulation but are
not actually mandated procedural regulation and cannot be enforced. On rare occasions, an airport
will write to an airline to bring their attention to the operational behavior of a particular flight that
may have flaunted airport norm, but there are no solid repercussions in such cases.
One such area in which many focus group respondents wanted to see greater enforcement was in
keeping the flight paths over the river. While the river is the acknowledged flight path for aircraft
departing and arriving at Reagan National Airport, respondents saw much flaunting of this regulation
with planes flying over their neighborhoods instead of staying over the river. However, the airline
pilots’ representative explained that the “so-called river approach is more challenging” than other
approaches and that during takeoff, due to high deck angles (the upward slant of the plane) pilots
cannot see the river, further complicating their ability to stay above it.
One respondent, a local mayor, felt concrete measure should be taken, that strict restrictions on
operations should be instituted and followed. He did not believe in decreasing service our hours of
operations but rather limiting service at current levels as it is easier to enforce and maintain current
standards than to backtrack to current standards once they have been surpassed. “It’s harder to
decrease flights than to limit them,” he stated.
The National Park Service representative also said that maintaining current operational procedures
could be accommodated. While she professed many negative effects of aircraft noise on surrounding
national park land, she felt that the negative effects of National Airport should be shared equally by
all community members; residents, businesses, and parklands. She expressed a fear that if there were
any change in operations, conditions in the parklands would only worsen. It is out of this fear and the
understanding that everyone must share in community problems that she was willing to accept the
current state of affairs regarding national airport noise.
Another suggestion regarding methods of recourse regarding national aircraft noise issues concerned
future development. One the keys to the success of future housing developments, especially in areas
along the flight path, would be to take into consideration noise issues in the planning stages of projects
such as the National Park Service is doing in it’s planning of future memorials.
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POST-SURVEY CONCLUSIONS
Respondents in the post-survey focus groups were among the most directly and negatively impacted
by aircraft noise and this was clear in their comments. Nearly all respondents displayed a profound
frustration with aircraft noise and with the futile process of getting their concerns addressed. All
participants claimed that aircraft noise had very significant direct effects on their lives. Many have
stopped enjoying their lawns, gardens or patios, others must keep doors and windows closed. Still
others claimed more subtle and insidious effects including sleep and concentration disruption, added
stress and a host of unknowns that could be subtly manipulating respondents’ well being. In contrast
to this, most of the structured interview participants, either due to their sector or area of concern,
claimed that noise was not a significant problem. A national Park Service Representative was an
exception to this stating that aircraft noise greatly reduced the benefits of area parks.
Almost all of the post-survey focus group respondents also displayed a concern for the environmental
consequences of the airport including decreased air quality and agreed that environmental concerns
warranted another separate study. There was also some concern raised about the overall safety of the
design and placement of Reagan National Airport.
Respondents in both post-survey research efforts (the focus groups and structured interviews)
expressed an appreciation for National Airport and the comfort, convenience and economic benefits
the airport brings. Many focus group participants made an effort to make clear that they were not
“anti-airport” or “anti-plane” (only a few wanted to see National Airport close). However all focus
group participants strongly agreed that more needed to be done to mitigate noise and other airport
pollution issues.
While noise and other direct effects of the airport were the main problem source for focus group
respondents, this was compounded significantly by frustration with the inability to effectively address
these concerns. It is hard to underestimate the detrimental effects of an unresponsive complaint
hotline and a lack of accurate information and resources regarding this issue. Participants felt further
alienated by the impression that the airport was the domain of congress and therefore untouchable to
average citizens. In contrast to this, many of the structured interview participants felt that information
on National Airport was adequate and accessible, although it was acknowledged that these individuals
received much relevant information directly due to their affiliation or position within the community.
It should also be noted that most of the Structured Interview respondents are not directly affected by
aircraft noise and therefore may not have the same needs regarding information as the focus group
respondents. It is recommended that any effort to address the concerns of citizens should begin with
a concerted outreach effort and renovation of complaint processing; these steps alone would ease
tensions regarding aircraft noise considerably.
Respondents had many thoughts on how to curb noise pollution from Reagan National Airport.
These ranged from the institution of strict rules and flight path specifications, to the application and
enforcement of existing regulations, to the employment of the latest in modern technologies. An
airline pilot representative, however, suggested that one of the main areas targeted for improvement
by the citizens, the flight path, had already been adjusted to it’s maximum potential. Due to safety
concerns he suggested that more variation in flight paths to decrease noise would not be a possibility.
NUSTATS
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PAGE 36
A few major conclusions can be drawn from the results of NuStats’ post-survey investigations.
Noise is a serious problem for some individuals, effecting behavior and perhaps health. These
individuals would welcome any measure that would mitigate noise levels such as lowering levels of
air traffic and contracting hours of operation
The airport fills an important community role and should remain in operation. Only a few
respondents felt that the airport should be closed although no one thought it possible.
Other types of pollution such as air pollution and safety were all also listed as significant concerns
regarding National Airport.
Noise is not a big concern for businesses officials in areas not directly affected by noise.
Citizen representatives in areas that are not greatly affected by aircraft noise do not want to see
flight paths changed due to a fear of increased noise levels in their regions.
Aircraft noise levels negatively affect National Parks and Monuments.
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STUDY CONCLUSIONS
From this study it is clear to see the obvious favorable light with which most residents in the
Metropolitan Washington area see Washington Reagan National Airport. The airport is widely
appreciated for the added convenience it brings to area residents and the economic contribution it
presents as well. On average, 78% of residents use the airport at least once a year and 68% of
residents agreed with the statement “airport benefits outweigh the costs.”
For most people, however, this view is infused with realism and many understand the potential
negative consequences of a local airport and airport traffic in such a densely populated region. More
specifically, despite the fact that most residents don’t experience it, individuals generally realize that
noise pollution from aircraft can be a significant detriment to quality of life. In fact, much of the
resistance to changing airport operations and procedures stems from this understanding and is
evidenced in our one-on-one interviews with citizen representatives. These representatives, from
areas not directly affected by aircraft noise were able to acknowledge the plight of those more directly
affected. However, at the same time these representatives did not want to see any change that would
increase the noise in their district or region. One respondent even acknowledged the NIMBY
underpinnings of this point of view.
These residents appear to be correct in their understanding of aircraft noise and this is borne out in
our findings, which indicate that close to seventeen percent of area residents are annoyed or bothered
by aircraft noise. A slightly higher percentage of residents, 19.5%, claimed that they are forced to
make behavioral changes due to aircraft noise. Some such behavioral effects of aircraft noise include
(but are not limited to) the interruption of concentration, sleep, and conversations. Some individuals
fear that the routine interruption of sleep and concentration might lead to greater health consequences
as well. Those most adversely affected by aircraft noise often claimed that aircraft passed over their
houses every minute or two during times of high aircraft traffic. Roughly seventeen percent of the
population of the Greater Washington Metropolitan Area reported being bothered or annoyed by
aircraft noise and nearly two percent of the are population categorized themselves as “very” or
“extremely annoyed”.
Overall we see a popular and appreciated airport bringing added convenience and economic benefit to
the surrounding community. However, we also find a smaller but still significant portion of the local
population shouldering a great part of the burden of this airport. It is important that this group be
recognized despite their minority status. While these residents make up a small percentage of the
total population, the noise exposure levels they experience are great and this exposure has significant
impacts on their activities and quality of life.
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PAGE 38
APPENDICES
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APPENDIX A: FOCUS GROUP SCREENER
Project:
Reagan National Airport Noise Study
Client:
COG
Date:
11/13/02
GROUP
DATE
TIME
CHARACTERISTICS
LOCATION
1
11/21/02
6:00 PM – 7:30 PM
Citizens North of Airport
Alexandria, VA
2
11/21/02
8:00 PM – 9:30 PM
Citizens South of Airport
Alexandria, VA
Group #1: Citizens living within the relevant zip codes north of National Airport – that is north of
and including the 22202 and 20332 Zip codes.
Group #2: Citizens living South of said area.
Recruitment Quotas:
For Both Groups:
Recruit from a mix of zip codes but no more than two from any particular zip code should be
recruited.
Achieve a mix of people that have lived in the target zip from 1-3 years and 3+ years (b and c
on screener line #5).
Shoot for a good gender mix.
For Group #2:
Must recruit at least one individual from the City of Alexandria.
RECRUIT 12 TO SEAT 8-10 RESPONDENTS IN THE ROOM
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Recruitment Interview
1. Hi, this is _______________ calling on behalf of The Washington Council of Governments.
[IF NO NAME GIVEN, GO TO LINE 3.]
Is _[respondent name]_ available? [IF YES ASK TO SPEAK WITH PERSON THEN GO TO
LINE 3]
2. [IF NO:] Do you know when (s)he will be returning? [TAKE TARGET CALLING TIME,
THANK AND TERMINATE]
3. I am calling in order to find participants for a research focus group regarding community welfare
issues. Attendance at this meeting will be paid with $75 in cash, to thank you for your time and
input. It should take about 90 minutes, and refreshments will be provided. Would you be
interested in such a meeting? [IF NO THANK AND TERMINATE, IF YES GO ON]
4. First of all, let me ask you a few quick questions. Do you currently live in ---VERIFY ZIP---?
[IF NO THANK AND TERMINATE, IF YES GO ON]
5. How long have you lived there?
a. < 1 year
b. 1-3 years
c. > 3 years
[IF ANSWER a THANK AND TERMINATE, IF b OR c, RECORD AND GO ON]
Record Gender
Male ( )
Female ( )
6. Great, thank you. Would you be willing to attend this discussion to help us better understand
your experiences and insights on community issues? It pays 75 dollars for only 90 minutes and
your input is valuable. [IF YES GO TO LINE 7, IF NO THANK AND TERMINATE]
7. Wonderful. This meeting will take place on November 21st at ---TIME--- at a focus group facility
at 1199 N Fairfax Street, Suite 150 in Old Town Alexandria, Virginia. A professional moderator
will guide you through a series of questions about community issues and ask for your input. A
letter will be sent to your house with a reminder and directions to the facility.
Can I just confirm some information? [CONFIRM phone #, ASK OR CONFIRM name]
[do not ask CONFIRM GENDER]
And what is your mailing address?
Wonderful, we look forward to seeing you at ---time--- on ---day--- and thank you
[TERMINATE].
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Invitation
Thank you for answering my questions. I would like to tell you a little more about the study. It takes
place on November 21st at –TIME—at a focus group facility at 1199 N Fairfax Street, Suite 150 in Old
Town Alexandria, Virginia. A professional moderator will guide you through a series of questions about
community issues and ask for your input. A letter will be sent to your house with a reminder and
directions to the facility.
So that we can start and end on time, please plan to arrive about 10 minutes early. We are counting on
your participation, so please be sure to contact us as soon as possible if something arises and you find you
can't attend at –List PHONE.
Before we hang up, let me get the correct spelling of your name, and your address and phone numbers so
we can send you a confirmation letter with directions to our office and give you a reminder call the day of
the interview.
NAME
________________________________________
HOME PHONE
________________________________________
WORK PHONE
________________________________________
CELL PHONE
____________________________________
ADDRESS
________________________________________
________________________________________
________________________________________
EMAIL ADDRESS
_____________________________________
Thanks, again, for your time and we'll see you at the group!
RECRUITING INFORMATION
Date recruited
______________________________________
Recruiter name
______________________________________
Date of confirmation letter
______________________________________
Confirmation call made
______________________________________
Attended:
NUSTATS
8.01.03
Yes
No
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 42
APPENDIX B: FOCUS GROUP INTERVIEW GUIDE
STUDY
PURPOSE
Two Focus Group interviews with the general public will be conducted for
Part 150 Advisory Committee Outreach Study. The purpose of these
interviews is to obtain insight on the prevailing community attitudes and
perceptions regarding aircraft noise. Further, the interviews will be used to
test and refine the telephone survey questionnaire.
TARGET RESPONDENTS
NuStats will use a random sample of respondents for the focus group
interviews.
INTENDED OUTCOMES
The findings of the interviews will provide insight in to attitudes and
perceptions of airport noise, and the thought processes and behaviors that
accompany them. By probing on specific responses and instigating
conversation, NuStats hopes to understand more fundamentally the role and
effects of aircraft noise in public life, and specifically as it pertains to Reagan
National Airport. Findings will also be used to help guide the development
of the study’s telephone survey instrument. By testing the questionnaire and
probing on thought processes and reactions to specific questions and phrases,
NuStats will be able to more accurately structure relevant questions.
TABLE 17: FOCUS GROUP ROADMAP OF DISCUSSION
CATEGORIES OF DISCUSSION
Introduction
Issue A: Quality of Life
Issue B: Opinions on the Airport
Issue D: Resolution of Issues
NUSTATS
8.01.03
PURPOSE
APPROX. TIME
Set guidelines, introductions
1 minute
Identify perceptual location of aircraft noise
given competing community priorities
5 minutes
Identify the value placed on Airport and
identify issues related to the Airport
10 minutes
Assess awareness of Part 150 study and
collect actions to address noise issues
5 minutes
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
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PAGE 43
WARMUP
(5 Minutes)
Establish purpose, ground rules and setup of interview
INTRODUCTION/ICEBREAKER
(5 Minutes)
Issue A
Introductions, warm-up question:
How many windows are in your house?
Probe as to how they arrived at their answer
Quality of Life—to identify perceptual location of aircraft noise given competing
priorities or issues
(10 Minutes)
1. In light of competing priorities in the area where you live (work) what
are the three most important issues facing your community today? Think
for a moment and write down your top three priorities. Moderator—
record the priorities on a flip chart.
Probe: Try to understand the core of the issues—the underlying values
of the community, what’s important to them, etc.
2. Where does aircraft noise fit in to your list of priorities?
On a scale of 1 (lowest priority) to 10 (highest priority), write down the
rating that you would give to aircraft noise given some of these priorities.
Moderator—record the values on the flip chart paper. Discuss why
values were given.
Issue B
Views on the Airport and Identify Related Issues—To identify the value
they place on the Reagan Airport and identify the key issues of community
importance related to the Airport
(20 Minutes)
1. Would you say that this Airport fills a community need?
Probe: What need(s) is that? Is this a valuable need? What does the
airport “do” for the area?
2. How familiar would you say you are with issues relating to the Reagan
Airport?
a. If familiar, ask how they track or become aware with issues. What
makes them concerned or take the effort to become familiar.
3. Are you familiar at all with any community debates
regarding the Reagan airport?
Probe: What are they? Moderator—record on flip chart. If anyone
mentions “noise” ask how familiar they are on the topic. Ask others if
they are aware of this issue.
Probe: What was/is your position, if any, on the noise debate and why?
How about others you know?
4.
Do you agree or disagree with the following statement?
Aviation noise is causing a community problem
Probe: Why? What makes it a problem?
Is it different now than A YEAR AGO? 5 YEARS AGO?
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How so?
5. Is there any way in which aircraft noise effects your day-to-day life?
How about others in your family?
6. Have you had to modify your behavior in anyway due to excessive noise
pollution in you neighborhood?
Probe: If so, in what way and why?
7. What issues regarding aircraft noise concern you (your family,
neighbors) the most?
Probe: What are they? Why is this a problem?
Probe: Does anyone you know share your views on this? Who?
Moderator—goal of this question is to assess location of annoyance
(affects neighborhood attributes—property value, decline in
environmental quality, physical disturbance—sleep disruption,
interference with outside activities)
Do you think anything or enough is being done to address the aircraft
noise? Why or why not?
Issue C
Resolution of Aircraft Noise Issues—Identify what needs to be done to
address these issues.
(10 Minutes)
1. Do you get enough information about the airport and/or aircraft noise
issues? If yes, ask what type of information they are getting. If No, ask
what information they need or what the airport should be sharing with
the community.
2. Were you aware that the Metropolitan Washington Airports Authority,
the operator of Ronald Reagan Airport, is initiating a major update of the
Noise Compatibility Study for the Airport?
If yes, ask what they know of it; How did they learn about it? Are they
involved? How?
If no, describe that the study is designed to forecast future noise levels
and locations at Reagan National and to propose how community noise
impacts can be limited. Ask if they had heard of this study? Do you
think it is worth conducting?
3. Relate back to previous sections—reference their stated levels of interest
and concern regarding aircraft noise: Do you have any ideas or
“wishes” regarding what can be done to reduce aircraft noise?
Warm Down: Thank and terminate
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PAGE 45
APPENDIX C: TELEPHONE SURVEY INSTRUMENT
METROPOLITAN WASHINGTON COUNCIL OF GOVERNMENTS
EXPOSURE TO AIRCRAFT NOISE SURVEY WITH RAW PERCENTAGES
SAMPLE NUMBER
N = ...........................................................................................................
1220
100%
REPLICATE
N = ...........................................................................................................
1220
100%
LISTED OR UNLISTED
N = ...........................................................................................................
LISTED .................................................................................................. 1
UNLISTED............................................................................................. 2
1220
197
1023
100%
16%
84%
SAMPLE TYPE
N = ...........................................................................................................
IN FLIGHT PATH ................................................................................. 1
REMAINING JURISDICTION ............................................................. 2
1220
607
613
100%
50%
50%
COUNTY FIPS CODE
N = ...........................................................................................................
Fairfax County, VA ........................................................................ 51059
Montgomery County, MD .............................................................. 24031
Prince George's County, MD.......................................................... 24033
Arlington County, VA .................................................................... 51013
District of Columbia ....................................................................... 11001
Alexandria City, VA....................................................................... 51510
1220
231
219
224
167
198
169
100%
19%
18%
18%
14%
16%
14%
PHONE NUMBER
N = ...........................................................................................................
1220
100%
LEAVE MESSAGE FLAG
N = ...........................................................................................................
MESSAGE HAS BEEN LEFT ON ANSWERING MACHINE............ 1
0
0
100%
0%
Hello, this is _____, calling on behalf of the Metropolitan Washington Council of Governments.
May I please speak with<NAME>? We began an interview concerning the impacts of noise in
your community and I would like to complete that interview now.
IF THERE IS NO NAME HERE, THEN THIS IS NOT A PARTIAL SO RESTART
N = ...........................................................................................................
17
CONTINUE WHERE I LEFT OFF........................................................ 1
14
RESTART AT THE BEGINNING ........................................................ 2
3
100%
82%
18%
Hello, this is _______. I am calling on behalf of the Metropolitan Washington Council of
Governments. We are not selling anything or soliciting any funds. We are conducting a study
about the impacts of noise in your community and would like to include someone from your
NUSTATS
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PAGE 46
household.
This
survey
will
only
take
about
<LMFLG>
N = ...........................................................................................................
Continue ..............................................................................................OK
No Answer...........................................................................................NA
Busy..................................................................................................... BZ
Answering Machine............................................................................ AM
Leave Message on Machine................................................................ LM
Caller ID ............................................................................................... ID
Disconnect ...........................................................................................DC
Computer/Fax Machine ....................................................................... FX
Business/Government..........................................................................BG
Deaf/Language Barrier ........................................................................ LB
1st Refusal ............................................................................................R1
Call Back ............................................................................................. CB
Spanish Callback ..................................................................................SC
Not Qualified .......................................................................................NQ
10
minutes.
1220
1214
4
1
1
0
0
0
0
0
0
0
0
0
0
100%
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
LEAVE THIS MESSAGE: Hi, I'm calling on behalf of the Metropolitan Washington Council
of Governments. Your household has been selected to participate in a very important survey
about the impacts of noise in your community. I'll call back at another time.
N = ...........................................................................................................
0
CONTINUE............................................................................................ 1
0
100%
0%
For this study, I need to speak with someone 18 years or older. How many persons in your
household, including yourself, are 18 years or older?
N = ...........................................................................................................
1220
NONE..................................................................................................... 0
0
ONE........................................................................................................ 1
326
TWO OR MORE .................................................................................... 2
894
DK .......................................................................................................... 8
0
RF ........................................................................................................... 9
0
100%
0%
27%
73%
0%
0%
Would that be you?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
326
326
0
0
0
100%
100%
0%
0%
0%
Of the persons who are 18 years or older, I need to speak with the person with the most recent
birthday. Would that be you?
N = ...........................................................................................................
894
YES ........................................................................................................ 1
880
NO .......................................................................................................... 2
14
DK .......................................................................................................... 8
0
RF ........................................................................................................... 9
0
100%
98%
2%
0%
0%
May I please speak with that person?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO, NOT HOME ................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
100%
100%
0%
0%
0%
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MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
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14
14
0
0
0
PAGE 47
SCHEDULE CALL BACK FOR RESPONDENT
N = ...........................................................................................................
CALL BACK....................................................................................... CB
0
0
100%
0%
Hello, this is _____. I am calling on behalf of the Metropolitan Washington Council of
Governments. We are not selling anything or soliciting any funds. We are conducting a study
about the impacts of noise in your community and would like to include someone from your
household. This survey will only take about 10 minutes. Just to confirm, are you 18 years or
older?
N = ...........................................................................................................
14
YES ........................................................................................................ 1
14
NO .......................................................................................................... 2
0
DK .......................................................................................................... 8
0
RF ........................................................................................................... 9
0
100%
100%
0%
0%
0%
First, I would like to ask a few questions about your residence. In which of the following areas
do you live? IF DK/RF ASK IF IT IS THE ONE WE HAVE:<CTFIP> CODE FAIRFAX
CITY AND CITY OF FALLS CHURCH AS FAIRFAX COUNTY
N = ...........................................................................................................
1220
Fairfax County, VA ........................................................................ 51059
245
Montgomery County, MD .............................................................. 24031
218
Prince George's County, MD.......................................................... 24033
198
Arlington County, VA .................................................................... 51013
168
District of Columbia ....................................................................... 11001
197
Alexandria City, VA....................................................................... 51510
168
OTHER........................................................................................... 99997
0
DK .................................................................................................. 99998
0
RF ................................................................................................... 99999
0
100%
20%
18%
16%
14%
16%
14%
0%
0%
0%
Just to verify, your name and address is... READ ADDRESS TO RESPONDENT. IS IT
CORRECT?
NAME:<FNAME><MNAME><LNAME>
ADDRESS:<HADDR>
CITY:<HCITY> ZIP:<HZIP> IS IT CORRECT?
N = ...........................................................................................................
1220
YES ........................................................................................................ 1
1077
NO .......................................................................................................... 2
143
100%
88%
12%
For verification purposes, what is your first name? REQUIRED, IF YOU HAVE TO ENTER
"REFUSED"
N = ...........................................................................................................
1220
100%
Do you have a middle initial? BLANK IS OKAY
N = ...........................................................................................................
34
100%
What is your last name? REQUIRED, IF YOU HAVE TO ENTER "REFUSED"
N = ...........................................................................................................
1220
100%
What is your address? REQUIRED
N = ...........................................................................................................
1197
100%
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Is that in<HCITY>?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
What city do you live in? REQUIRED, IF YOU HAVE TO ENTER "REFUSED"
N = ...........................................................................................................
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139
119
20
100%
86%
14%
1207
100%
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
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PAGE 49
What city do you live in?
N = ...........................................................................................................
ACCOKEEK ........................................................................................ 01
ALEXANDRIA .................................................................................... 02
ANDREWS AFB.................................................................................. 03
ANNANDALE ..................................................................................... 04
AQUASCO........................................................................................... 05
ARLINGTON....................................................................................... 06
ASHTON.............................................................................................. 07
BEALLSVILLE ................................................................................... 08
BELTSVILLE ...................................................................................... 09
BETHESDA ......................................................................................... 10
BLADENSBURG................................................................................. 11
BOWIE ................................................................................................. 12
BOYDS ................................................................................................ 13
BRANDYWINE................................................................................... 14
BRENTWOOD..................................................................................... 15
BRINKLOW......................................................................................... 16
BROOKEVILLE .................................................................................. 17
BURKE ................................................................................................ 18
BURTONSVILLE ................................................................................ 19
CABIN JOHN ...................................................................................... 20
CAPITOL HGTS.................................................................................. 21
CENTREVILLE ................................................................................... 22
CHANTILLY ....................................................................................... 23
CHELTENHAM................................................................................... 24
CHEVY CHASE .................................................................................. 25
CLARKSBURG ................................................................................... 26
CLIFTON ............................................................................................. 27
CLINTON............................................................................................. 28
COLLEGE PARK ................................................................................ 29
DAMASCUS........................................................................................ 30
DERWOOD.......................................................................................... 31
DICKERSON ....................................................................................... 32
DISTRICT HTS.................................................................................... 33
DUNN LORING .................................................................................. 34
FAIRFAX ............................................................................................. 35
FAIRFAX STA .................................................................................... 36
FALLS CHURCH ................................................................................ 37
FORT BELVOIR.................................................................................. 38
FT MYER............................................................................................. 39
FT WASHINGTON ............................................................................. 40
GAITHERSBURG ............................................................................... 41
GARRETT PARK ................................................................................ 42
GERMANTOWN................................................................................. 43
GLEN ECHO........................................................................................ 44
GLENN DALE ..................................................................................... 45
GREAT FALLS.................................................................................... 46
GREENBELT....................................................................................... 47
HERNDON........................................................................................... 48
HYATTSVILLE................................................................................... 49
KENSINGTON .................................................................................... 50
LANHAM............................................................................................. 51
LAUREL .............................................................................................. 52
LORTON.............................................................................................. 53
MC LEAN ............................................................................................ 54
MONTGOMRY VLG .......................................................................... 55
MOUNT RAINIER .............................................................................. 56
OAKTON ............................................................................................. 57
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20
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
1
0
0
0
0
0
0
0
3
0
0
1
0
1
0
0
0
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
5%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
5%
0%
0%
0%
0%
5%
5%
0%
0%
0%
0%
0%
0%
0%
15%
0%
0%
5%
0%
5%
0%
0%
0%
PAGE 50
OLNEY ................................................................................................ 58
OXON HILL ........................................................................................ 59
POOLESVILLE ................................................................................... 60
POTOMAC........................................................................................... 61
RESTON............................................................................................... 62
RIVERDALE ....................................................................................... 63
ROCKVILLE ....................................................................................... 64
SANDY SPRING ................................................................................. 65
SILVER SPRING ................................................................................. 66
SPENCERVILLE ................................................................................. 67
SPRINGFIELD..................................................................................... 68
SUITLAND .......................................................................................... 69
TAKOMA PARK ................................................................................. 70
TEMPLE HILLS .................................................................................. 71
UPPR MARLBORO............................................................................. 72
VIENNA............................................................................................... 73
WASHINGTON ................................................................................... 74
OTHER, SPECIFY............................................................................... 97
DK/RF .................................................................................................. 99
0
0
0
1
0
1
0
0
1
0
1
0
0
0
1
1
1
2
2
0%
0%
0%
5%
0%
5%
0%
0%
5%
0%
5%
0%
0%
0%
5%
5%
5%
10%
10%
COPY CITY TO TEXT
N = ...........................................................................................................
20
100%
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 51
FAIRFAX COUNTY
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
26
0
0
0
0
0
0
0
0
6
0
0
0
2
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
100%
0%
0%
0%
0%
0%
0%
0%
0%
23%
0%
0%
0%
8%
0%
0%
0%
12%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
19%
PAGE 52
MONTGOMERY COUNTY
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
21
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
3
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
10%
14%
0%
0%
19%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
PAGE 53
PRINCE GEORGE COUNTY
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGE......................................................................... 20607
PRINCE GEORGE......................................................................... 20744
PRINCE GEORGE......................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
28
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
2
2
0
0
0
0
0
0
0
0
0
0
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
21%
7%
7%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
PAGE 54
ARLINGTON COUNTY
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
23
0
0
0
5
7
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
100%
0%
0%
0%
22%
30%
13%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
4%
PAGE 55
DISTRICT OF COLUMBIA
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
20
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
2
2
1
1
1
0
0
0
0
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
20%
10%
10%
5%
5%
5%
0%
0%
0%
0%
PAGE 56
ALEXANDRIA CITY
What is your zip code?
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
21
1
2
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
100%
5%
10%
38%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
PAGE 57
HOME ZIP CODE
N = ...........................................................................................................
ALEXANDRIA .............................................................................. 22301
ALEXANDRIA .............................................................................. 22305
ALEXANDRIA .............................................................................. 22314
ARLINGTON................................................................................. 22201
ARLINGTON................................................................................. 22202
ARLINGTON................................................................................. 22207
ARLINGTON................................................................................. 22209
ARLINGTON................................................................................. 22211
FAIRFAX ....................................................................................... 22060
FAIRFAX ....................................................................................... 22066
FAIRFAX ....................................................................................... 22067
FAIRFAX ....................................................................................... 22079
FAIRFAX ....................................................................................... 22101
FAIRFAX ....................................................................................... 22102
FAIRFAX ....................................................................................... 22307
FAIRFAX ....................................................................................... 22308
FAIRFAX ....................................................................................... 22309
MONTGOMERY ........................................................................... 20812
MONTGOMERY ........................................................................... 20816
MONTGOMERY ........................................................................... 20817
MONTGOMERY ........................................................................... 20818
MONTGOMERY ........................................................................... 20854
PRINCE GEORGES....................................................................... 20607
PRINCE GEORGES....................................................................... 20744
PRINCE GEORGES....................................................................... 20745
WASHINGTON ............................................................................. 20004
WASHINGTON ............................................................................. 20007
WASHINGTON ............................................................................. 20016
WASHINGTON ............................................................................. 20024
WASHINGTON ............................................................................. 20032
WASHINGTON ............................................................................. 20037
WASHINGTON ............................................................................. 20057
WASHINGTON ............................................................................. 20332
WASHINGTON ............................................................................. 20336
DK/RF ............................................................................................ 99999
1220
23
19
58
35
22
33
7
2
11
12
0
12
31
5
7
11
15
2
25
29
4
42
20
68
23
5
25
42
14
11
6
0
0
0
6
100%
2%
2%
5%
3%
2%
3%
1%
0%
1%
1%
0%
1%
3%
0%
1%
1%
1%
0%
2%
2%
0%
3%
2%
6%
2%
0%
2%
3%
1%
1%
0%
0%
0%
0%
0%
How long have you lived at your current address? SELECT BEST FIT
N = ...........................................................................................................
LESS THAN 1 YEAR............................................................................ 1
1-3 YEARS............................................................................................. 2
MORE THAN 3 YEARS ....................................................................... 3
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
67
304
844
0
5
100%
5%
25%
69%
0%
0%
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 58
Do you live in a ….
N = ...........................................................................................................
Unattached single family home .............................................................. 1
Condo or townhouse............................................................................... 2
Duplex .................................................................................................... 3
Apartment ............................................................................................... 4
Mobile home........................................................................................... 5
OTHER................................................................................................... 7
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
710
275
16
206
1
7
2
3
100%
58%
23%
1%
17%
0%
1%
0%
0%
Do you own or rent this home?
N = ...........................................................................................................
OWN ...................................................................................................... 1
RENT...................................................................................................... 2
OTHER, SPECIFY................................................................................. 7
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
895
310
7
4
4
100%
73%
25%
1%
0%
0%
What was main reason you decided to move to your current residence? SELECT BEST FIT
N = ...........................................................................................................
1220
CLOSENESS TO JOB ......................................................................... 01
314
SCHOOLS............................................................................................ 02
68
COST/HOUSEING PRICES ................................................................ 03
148
PARKS/RECREATIONAL FACILITIES ........................................... 04
9
DIVERSITY ......................................................................................... 05
56
CLOSENESS TO TRANSIT................................................................ 06
42
SAFETY/LOW CRIME ....................................................................... 07
57
OTHER, PLEASE SPECIFY ............................................................... 97
446
DK ........................................................................................................ 98
68
RF ......................................................................................................... 99
12
100%
26%
6%
12%
1%
5%
3%
5%
37%
6%
1%
Highway noise
Local traffic noise
Construction noise
Noise from transit or
railroads
Aircraft noise
Helicopter noise
Noise made by
neighborhood pets (e.g.
dogs barking)
Industrial noise
Noise from neighbors
(e.g. yelling, stereos)
My local government
officials are doing all
they can to lessen
aircraft noise.
NUSTATS
8.01.03
NEVER ONE TWICE 3 - 5 6 - 10
10+ OTHER
/ NONE TIME
TIMES TIMES TIMES
73%
2%
2%
3%
7% 12%
0%
39%
5%
6%
9% 17% 23%
0%
73%
8%
4%
6%
4%
4%
2%
80%
3%
2%
4%
5%
6%
0%
DK
RF
0%
1%
0%
0%
0%
0%
0%
0%
32%
34%
56%
8%
15%
11%
9%
11%
7%
14%
14%
10%
13%
9%
10%
22%
12%
6%
1%
3%
1%
0%
1%
0%
0%
0%
0%
94%
73%
1%
7%
1%
5%
2%
5%
1%
4%
1%
4%
0%
1%
0%
0%
0%
0%
Agree
No Opinion
Disagree
30%
53%
16%
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 59
Aircraft noise makes my
neighborhood a less
desirable place to live.
Aircraft noise negatively
affects the property
value of my home.
Noise is the inevitable
price we pay for
progress.
Aviation noise is a
growing problem.
My neighborhood is
exposed to more noise
than most other
neighborhoods.
Airport officials are
dong all they can to
lessen aircraft noise.
The benefits of the
airport outweigh the
costs.
Aircraft noise will not
increase much over the
next 5 years.
The Washington area
would be better off if the
airport closed.
The airport has a
positive impact on the
Washington area.
18%
9%
73%
14%
10%
76%
45%
13%
41%
29%
13%
58%
19%
7%
75%
Agree
No Opinion
Disagree
35%
49%
15%
68%
22%
11%
30%
35%
35%
6%
7%
87%
86%
8%
6%
While you have been at home this past week, have you been bothered or annoyed by aircraft
noise?
N = ...........................................................................................................
808
YES ........................................................................................................ 1
143
NO .......................................................................................................... 2
659
DK .......................................................................................................... 8
6
RF ........................................................................................................... 9
0
100%
18%
82%
1%
0%
While you have been at home this past month, have you been bothered or annoyed by aircraft
noise?
N = ...........................................................................................................
665
YES ........................................................................................................ 1
60
NO .......................................................................................................... 2
602
DK .......................................................................................................... 8
3
RF ........................................................................................................... 9
0
100%
9%
91%
0%
0%
NUSTATS
8.01.03
MWCOG AIRCRAFT NOISE COMMUNITY OUTREACH SURVEY
FINAL REPORT
PAGE 60
Would you say you have been slightly annoyed, moderately annoyed, very annoyed, or
extremely annoyed by aircraft noise?
N = ...........................................................................................................
203
SLIGHTLY ANNOYED........................................................................ 1
105
MODERATELY ANNOYED ................................................................ 2
77
VERY ANNOYED................................................................................. 3
12
EXTREMELY ANNOYED ................................................................... 4
9
DK .......................................................................................................... 8
0
RF ........................................................................................................... 9
0
100%
52%
38%
6%
4%
0%
0%
In thinking the last time you heard an aircraft while at your current residence, approximately
how long did the noise last? SELECT BEST FIT
N = ...........................................................................................................
808
LESS THAN 1 MINUTE ....................................................................... 1
546
1-2 MINUTES ........................................................................................ 2
176
3-5 MINUTES ........................................................................................ 3
42
MORE THAN 5 MINUTES................................................................... 4
25
DK .......................................................................................................... 8
19
RF ........................................................................................................... 9
0
100%
68%
22%
5%
3%
2%
0%
I would like to get a sense of how loud the aircraft noise was. Again, in thinking about the last
time you heard an aircraft while at your current residence, how did the noise impact you?
MULTIPLE RESPONSE
N = ...........................................................................................................
808
You have to stop a conversation and wait for the plane to pass ............. 1
89
You need to turn up the volume on your television or radio .................. 2
54
The walls or floors in your home vibrate................................................ 3
52
Items in your house shake or move ........................................................ 4
32
You wake up because of the aircraft noise ............................................. 5
113
It scared you ........................................................................................... 6
49
NONE OF THE ABOVE ....................................................................... 0
571
DK .......................................................................................................... 8
4
RF ........................................................................................................... 9
0
100%
11%
7%
6%
4%
14%
6%
71%
0%
0%
Does the current level of aircraft noise interrupt any of your daily activities?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
808
46
759
3
0
100%
6%
94%
0%
0%
46
11
20
27
11
11
26
15
14
7
0
0
100%
24%
43%
59%
24%
24%
57%
33%
30%
15%
0%
0%
Which activities? MULTIPLE RESPONSE
N = ...........................................................................................................
SLEEPING ........................................................................................... 01
TELEPHONE CONVERSATIONS ..................................................... 02
FACE TO FACE CONVERSATIONS ................................................ 03
WATCHING TV/LISTENTING TO RADIO ...................................... 04
ENTERTAINING INSIDE THE HOUSE............................................ 05
ENTERTAINING OUTSIDE THE HOUSE........................................ 06
CONCENTRATING ............................................................................ 07
READING ............................................................................................ 08
OTHER, SPECIFY............................................................................... 97
DK ........................................................................................................ 98
RF ......................................................................................................... 99
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Is there a time of day when aircraft noise is most noticeable?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
808
426
362
20
0
100%
53%
45%
2%
0%
During what hours is that?
N = ...........................................................................................................
EARLY MORNING (5AM - 9AM) ....................................................... 1
MID MORNING (9AM -NOON) .......................................................... 2
AFTERNOON (NOON - 5PM).............................................................. 3
EVENING (5 PM - 10 PM) .................................................................... 4
LATE NIGHT (10 PM - 5AM) .............................................................. 5
OTHER, SPECIFY................................................................................. 7
DK .......................................................................................................... 8
RF ........................................................................................................... 9
426
83
33
96
151
42
19
2
0
100%
19%
8%
23%
35%
10%
4%
0%
0%
Are there particular days of the week when aircraft noise is most noticeable?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
808
121
656
31
0
100%
15%
81%
4%
0%
Which days? MULTIPLE RESPONSE
N = ...........................................................................................................
SUNDAY ............................................................................................. 01
MONDAY ............................................................................................ 02
TUESDAY ........................................................................................... 03
WEDNESDAY..................................................................................... 04
THURSDAY ........................................................................................ 05
FRIDAY ............................................................................................... 06
SATURDAY ........................................................................................ 07
OTHER................................................................................................. 97
DK ........................................................................................................ 98
RF ......................................................................................................... 99
121
65
40
37
38
38
44
71
1
2
0
100%
54%
33%
31%
31%
31%
36%
59%
1%
2%
0%
Is there a certain season when aircraft noise is most noticeable?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
728
242
458
28
0
100%
33%
63%
4%
0%
Which season? MULTIPLE RESPONSE
N = ...........................................................................................................
SPRING.................................................................................................. 1
SUMMER............................................................................................... 2
FALL ...................................................................................................... 3
WINTER................................................................................................. 4
OTHER................................................................................................... 7
DK .......................................................................................................... 8
RF ........................................................................................................... 9
242
57
190
33
35
1
1
0
100%
24%
79%
14%
14%
0%
0%
0%
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Have you ever contacted a local official about aircraft noise?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
39
1178
3
0
100%
3%
97%
0%
0%
How informed do you feel about current aircraft noise levels in your community?
N = ...........................................................................................................
VERY INFORMED ............................................................................... 1
SOMEWHAT INFORMED ................................................................... 2
NOT AT ALL INFORMED ................................................................... 3
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
193
362
589
76
0
100%
16%
30%
48%
6%
0%
Do you feel that the amount of aircraft noise generated by Ronald Reagan Washington National
Airport is …
N = ...........................................................................................................
1220
More than it was five years ago.............................................................. 1
201
About the same as five years ago ........................................................... 2
404
Less than it was five years ago ............................................................... 3
166
DK/UNSURE ......................................................................................... 8
449
REFUSED .............................................................................................. 9
0
100%
16%
33%
14%
37%
0%
Have you ever traveled to or from Ronald Reagan Washington National Airport?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
1114
105
1
0
100%
91%
9%
0%
0%
On average, how many times a year do you travel to or from Ronald Reagan Washington
National Airport?
N = ...........................................................................................................
1114
LESS THAN 1........................................................................................ 0
232
1-2 TIMES.............................................................................................. 1
345
3-5 TIMES.............................................................................................. 2
257
6-10 TIMES............................................................................................ 3
137
MORE THAN 10 TIMES....................................................................... 4
135
DK .......................................................................................................... 8
7
RF ........................................................................................................... 9
1
100%
21%
31%
23%
12%
12%
1%
0%
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This last set of questions will help us to ensure that this study is representative of all households
in the Washington area. First, including yourself, how many people live in your household?
N = ...........................................................................................................
1220
ONE...................................................................................................... 01
278
TWO..................................................................................................... 02
462
THREE ................................................................................................. 03
202
FOUR ................................................................................................... 04
174
FIVE ..................................................................................................... 05
66
SIX........................................................................................................ 06
23
SEVEN ................................................................................................. 07
6
EIGHT OR MORE ............................................................................... 08
3
DK ........................................................................................................ 98
1
RF ......................................................................................................... 99
5
100%
23%
38%
17%
14%
5%
2%
0%
0%
0%
0%
How many of these<HHSIZ>household members are under the age of 18? IF YOU SELECT A
VALUE THAT IS GREATER THAN OR EQUAL TO HOUSEHOLD SIZE, YOU WILL GO
BACK TO TRY AGAIN.
N = ...........................................................................................................
1220
NONE................................................................................................... 00
860
ONE...................................................................................................... 01
163
TWO..................................................................................................... 02
136
THREE ................................................................................................. 03
41
FOUR ................................................................................................... 04
14
FIVE ..................................................................................................... 05
4
SIX........................................................................................................ 06
1
SEVEN ................................................................................................. 07
0
EIGHT OR MORE ............................................................................... 08
0
DK ........................................................................................................ 98
1
RF ......................................................................................................... 99
0
100%
70%
13%
11%
3%
1%
0%
0%
0%
0%
0%
0%
What is your age? RANGE: 18 - 97
N = ...........................................................................................................
97 YEARS OLD OR OLDER .............................................................. 97
DK ........................................................................................................ 98
RF ......................................................................................................... 99
1220
0
11
56
100%
0%
1%
5%
What is your race?
N = ...........................................................................................................
WHITE/CAUCASIAN........................................................................... 1
BLACK/AFRICAN AMERICAN.......................................................... 2
NATIVE AMERICAN ........................................................................... 3
ASIAN/PACIFIC ISLANDER............................................................... 4
OTHER................................................................................................... 7
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
864
192
5
51
50
5
53
100%
71%
16%
0%
4%
4%
0%
4%
Are you of Latino or Hispanic origin?
N = ...........................................................................................................
YES ........................................................................................................ 1
NO .......................................................................................................... 2
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
42
1142
4
32
100%
3%
94%
0%
3%
NUSTATS
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PAGE 64
Which of the following income categories best describes your total household income?
N = ...........................................................................................................
Less than $10,000 ................................................................................... 1
$10,000 - $24,999................................................................................... 2
$25,000 - $49,999................................................................................... 3
$50,000 - $74,999................................................................................... 4
$75,000 - $99,999................................................................................... 5
$100,000+............................................................................................... 6
DK .......................................................................................................... 8
RF ........................................................................................................... 9
1220
26
54
154
206
185
368
54
173
100%
2%
4%
13%
17%
15%
30%
4%
14%
Those are all the questions I have for you today. We appreciate you taking the time to help us
with this important study. Thank you and good day/evening.
N = ...........................................................................................................
1220
END OF SURVEY................................................................................. 1
1220
100%
100%
Although you are not qualified to continue with this survey, we appreciate the time you have
given us today. Thank you and goodbye.
N = ...........................................................................................................
0
NOT QUALIFIED...............................................................................NQ
0
100%
0%
SURVEY COMPLETE
N = ...........................................................................................................
SURVEY COMPLETE ...................................................................... CM
1220
1220
100%
100%
Enter Final Disposition.
N = ...........................................................................................................
Continue ..............................................................................................OK
No Answer...........................................................................................NA
Busy..................................................................................................... BZ
Answering Machine............................................................................ AM
Disconnect ...........................................................................................DC
Computer/Fax Machine ....................................................................... FX
Business/Government..........................................................................BG
1st Refusal ............................................................................................R1
Refused .................................................................................................RF
Deaf/Language Barrier ........................................................................ LB
Complete............................................................................................. CM
Call Back ............................................................................................. CB
Partial Complete ...................................................................................PC
Over Quota ..........................................................................................OQ
Not Qualified or Spanish, Not Qualified .............................................NQ
Leave Message on Machine................................................................ LM
Caller ID ............................................................................................... ID
(INT01) Spanish Callback ....................................................................SC
21
0
0
0
0
0
0
0
0
0
0
0
0
17
4
0
0
0
0
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
81%
19%
0%
0%
0%
0%
ENTER NOTES FOR SUPERVISOR
YOU WON'T BE ABLE TO READ YOUR NOTE
LATER, SO MAKE SURE IT SAYS WHAT YOU WANT.
N = ...........................................................................................................
0
ENTER NOTES ..................................................................................... 1
0
100%
0%
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ENTER NOTES TO INTERVIEWERS
BE CAUTIOUS! ANYONE CAN READ WHAT
YOU PUT HERE.
N = ...........................................................................................................
3
ENTER NOTES ..................................................................................... 1
3
100%
100%
What would be a good day and time to call you back?
N = ...........................................................................................................
133
100%
Who should I ask for when I call back? ASK FOR FULL NAME
N = ...........................................................................................................
131
100%
NUSTATS
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PAGE 66
APPENDIX D: STRUCTURED INTERVIEW GUIDE
STUDY PURPOSE
Structured interviews with key stakeholders will be conducted over the
course of the study in five phases. During each phase, a minimum of four
interviews will be conducted. The purpose of these interviews is to provide
insight on the prevailing community issues and attitudes regarding aircraft
noise from the unique perspective of the stakeholder.
TARGET RESPONDENTS
NuStats will work closely with COG to identify appropriate respondents for
the structured interviews. Respondents will be chosen according to their key
role in the debate surrounding aircraft noise. These include those that have
an interest or involvement in aircraft noise issues and flight operations at
Reagan National Airport. For example:
•
Citizens
•
Local Businesses
•
Airport Staff (manager, engineer, customer service)
•
Community Organizations
•
Elected Officials
•
Local Government Representatives
INTENDED OUTCOMES
The findings of the first phase of interviews will guide the development of
the focus group discussion guide and the study’s survey instrument. The
remaining four phases will be used as a continuous feedback loop to assist in
the development and interpretation of the remainder of the study.
In addition, the findings will also be used to identify and gain a greater
understanding of established stakeholder-driven community issues. The Part
150 Advisory Board will then be able to use this knowledge to inform their
decision-making.
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TABLE 18: STRUCTURED INTERVIEW ROADMAP OF DISCUSSION
CATEGORIES OF DISCUSSION
PURPOSE
APPROX. TIME
Issue A: Quality of Life
Identify perceptual location of aircraft noise
given competing community priorities
5 minutes
Issue A: Quality of Life
Identify perceptual location of aircraft noise
given competing community priorities
5 minutes
Issue B: Opinions on the Airport
Identify the value placed on Airport and
identify stakeholder-driven issues related to
the Airport
10 minutes
Assess awareness of Part 150 study and
collect actions to address noise issues
5 minutes
Issue D: Resolution of Issues
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DISCUSSION GUIDE
Name of Interviewee:
INTRODUCTION
Date:
Hello. My name is ____________ and I’m working with the Metropolitan
Washington Council of Governments to explore issues related to aircraft
noise at Ronald Reagan National Airport. We are conducting brief
interviews with individuals who live and work along the Airport flight path
or who might have particularly relevant views on the subject. This interview
will last just 15-20 minutes, depending upon your interest and time. Would
you be willing to participate? Is now a good time? IF YES, CONTINUE.
IF NO, ASK: When is a better day and time for you?
Date:_____________ Time: _____________
Okay, Let’s get started . .
Issue A
Quality of Life—to identify perceptual location of aircraft noise given competing
priorities or issues
(5 Minutes)
3. In light of competing priorities in the area where you live (work)
what are the three most important issues facing your community
today?
Probe: Try to understand the core of the issues—the underlying
values of the community, what’s important to them, etc.
2. Where does aircraft noise fit in to your list of priorities?
Issue B
Views on the Airport and Identify Related Issues—To identify the
value they place on the Reagan Airport and identify the key
issues of community importance related to the Airport
(10 Minutes)
8. Would you say that this Airport fills a community need?
Probe: What need(s) is that? Is this a valuable need? What does the
airport “do” for the area?
9. How familiar would you say you are with issues relating to the
Reagan Airport?
b. If familiar, ask how they track or become aware with issues. What
makes them concerned or take the effort to become familiar.
b. How about others in your neighborhood (area of business,
constituency)?
10. Are you familiar at all with any community debates
regarding the Reagan airport?
Probe: What are they? How familiar are you on the topic?
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Probe: What was/is your position, if any, and why? How about others
you know or represent?
11. Do you agree or disagree with the following statement?
Aviation noise is causing a community problem
Probe: Why? What makes it a problem. Is
It different now than A YEAR AGO? 5 YEARS AGO?
How so?
12. What issues regarding aircraft noise concern you (your constituency,
your family, neighbors) the most?
Probe: What are they? Why is this a problem?
Probe: Does anyone you know share your views on this? Who?
NOTE TO INTERVIEWER: Goal of this question is to assess location
of annoyance (affects neighborhood attributes—property value, decline
in environmental quality, physical disturbance—sleep disruption,
interference with outside activities)
13. If respondent lists other community debates (Refer to ITEM #3) in
addition to or in lieu of aircraft noise, ask them which is the greatest
priority issue.
Probe: Refresh their memory of the community debates/issues if
necessary. Probe on why and who is most concerned about this.
Probe: Do you think anything or enough is being done to address the
issue/debate. Why or why not?
Probe: Are the right persons in the community involved in resolving the
issue? Who is involved? If there’s someone missing in the debate, who
is? Why aren’t they involved?
Issue C
Resolution of Aircraft Noise Issues—Identify what needs to be done to
address these issues.
(5 Minutes)
4. Do you get enough information about the airport and/or aircraft noise
issues? If yes, ask what type of information they are getting. If No, ask
what information they need or what the airport should be sharing with
the community.
5. Were you aware that the Metropolitan Washington Airports Authority,
the operator of Ronald Reagan Airport, is initiating a major update of the
Noise Compatibility Study for the Airport?
If yes, ask what they know of it; How did they learn about it? are they
involved? How?
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If no, describe that the study is designed to forecast future noise levels
and locations at Reagan National and to propose how community noise
impacts can be limited. Ask if they had heard of this study? Do you
think it is worth conducting?
6. Relate back to previous sections—reference their stated levels of interest
and concern regarding aircraft noise: Do you have any ideas or
“wishes” regarding what can be done to reduce aircraft noise?
That’s all the questions I have. Do you have any final comments or questions? Do you
have any recommendations on other persons we should talk to about this issue? Thanks
and have a great day.
NUSTATS
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PAGE 71
Ronald Reagan Washington National Airport
Appendix E
Evaluation of Noise Abatement Options
E.1
Introduction
Noise abatement measures are designed to reduce current and anticipated aircraft noise exposure on
existing and planned noise-sensitive land uses and populations. Historically, noise abatement has
typically been achieved through changes in airfield (runway) layout, runway and flight track
definition and use, aircraft operational procedures, or the types of aircraft using an airport.
This appendix describes various options considered for noise abatement at Ronald Reagan
Washington National Airport (the Airport), an evaluation of their applicability and results of
discussions with the FAR Part 150 Advisory Committee (the Committee) and the Metropolitan
Washington Airports Authority. The measures evaluated were: (1) considered for implementation or
already implemented at the Airport; (2) recommended for consideration by members of the Advisory
Committee and the general public; (3) recommended for or successfully implemented at other air
carrier airports; or (4) mandated for review under FAR Part 150.
The types of noise abatement options considered for the Airport included:
•
Airfield changes—changes in the design, layout, or other physical characteristic of the
airfield for noise abatement purposes.
•
Flight track changes—changes in flight tracks or their use to minimize overflights of noisesensitive areas.
•
Runway use changes—changes in the use of the runways, such as rotating runway use or
identifying preferential use of certain runways to reduce overflights of noise-sensitive areas.
•
Operational measures—changes in aircraft operating procedures or restrictions on the
numbers, types, or categories of operations at an airport.
•
Ground operations or development measures—changes in the ground operations (such as
engine run-ups) or development or relocation of airport facilities.
•
Management measures—airport management procedures or controls to help reduce noise.
Although some of these measures do not reduce noise exposure themselves, they can help to
monitor or implement the measures in the previous categories.
The specific options considered for the Airport in these categories are presented in Table E-1. The
measures were presented to the Committee and discussed in general terms; those that were
considered to have potential for providing noise abatement relief were considered in more detail. As
applicable, some measures were analyzed using the FAA’s Integrated Noise Model (INM), version
6.1 to estimate their noise exposure benefits.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-1
September 2004
DRAFT
Ronald Reagan Washington National Airport
Table E-1
Noise Abatement Options Considered for Ronald Reagan Washington National Airport
Category
Airfield changes
Noise abatement option
Runway improvements
Flight track changes
Fanning of aircraft flight tracks
Flight tracks designed to follow
less noise-sensitive corridors
Runway use changes
Preferential runway use
Operational measures
Change in departure profiles and
development of departure
profiles specific to runway ends
Modifications to arrival profiles
Ground operations or
development measures
Management measures
Restrictions on the number or
time of day of aircraft operations
Restrictions on the types of
aircraft allowed to operate at the
Airport
Change in location for and/or
construction of a facility for
ground run-ups
Implementation of noise
abatement office for monitoring,
reporting, and responding to
aircraft noise complaints
Record and track noise
complaints
Installation of permanent or
portable aircraft noise and
operations monitoring program
Enhancement of pilot awareness
of noise-sensitive areas
Encouragement of industry and
regulatory means for reducing
aircraft noise
Source:
Prepared by:
Specific measures
considered in detail
No feasible options to extend or
relocate any runways
Fanning considered for
departures to the south beyond
the 5-mile turn point
Noise abatement departure
corridors for all runway ends
already in place, further
adherence to those corridors
reviewed
Preferential runway use to
reduce activity on Runway 04-22
and Runway 15-33
FAA-specified departure profiles
and additional voluntary
departure profile modifications
reviewed
Continuous descent approach
profile considered
Nighttime curfew reviewed
Noise-based restrictions already
in place, reviewed modifying the
restrictions
Procedures already in place,
existing procedures reviewed
Already in place, improvements
considered
Already in place, improvements
considered
Permanent aircraft noise and
operations monitoring in place,
upgrades considered
Some measures already in
place, additional measures
considered
Measures to encourage
regulators to identify new aircraft
noise standards and to develop
schedules for phasing out
smaller aircraft not included in
recent phase-out schedules
reviewed
Ricondo & Associates, Inc.
Ricondo & Associates, Inc.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-2
September 2004
DRAFT
Ronald Reagan Washington National Airport
E.2
Evaluation Criteria
Each noise abatement option was evaluated on the basis of eight criteria specified by the FAA in
FAR Part 150, Section 150.35(b) and Appendix B, Section B150.6, as follows:
1. Does the measure reduce existing incompatible land uses or the number of people exposed to
significant aircraft noise?
2. Does it prevent or discourage development of incompatible land uses or reduce the number of
people potentially exposed to significant aircraft noise?
3. Does it impose an undue burden on interstate or foreign commerce?
4. Is it unjustly discriminatory?
5. Can it be revised if conditions change?
6. Does it derogate aviation safety or adversely affect the safe and efficient use of navigable
airspace?
7. Does it meet both the goals and needs of the local community and those of the national air
transportation system, to the extent practicable?
8. Can it be implemented in a manner consistent with all the powers and duties of the FAA
Administrator?
Measures that did not meet Criterion 1 or 2 and Criteria 3 through 8 were not considered further.
The remaining measures were evaluated using the following considerations:
•
Effect on airfield capacity and aircraft delay
•
Effect on airspace/air traffic control capability and effects on the operation of other airports
•
Effect on fuel consumption and other environmental considerations
•
Effect on Airport users
•
Effect on airfield layout
•
Operational benefits and costs
•
Capital costs or costs to implement
•
Practicability of monitoring compliance
•
Desirability and feasibility of early implementation
The noise abatement options are described below in general terms, along with their applicability to
the Airport and its environs. Although primary emphasis was given to evaluating the measures in
terms of reduced noise exposure, significant concerns regarding effects on capacity or Airport
operations were discussed with the Committee and others and are also discussed here. INM contours
were generated based on the projected 2009 noise exposure contours assuming baseline (existing)
general aviation operations.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-3
September 2004
DRAFT
Ronald Reagan Washington National Airport
E.3
Airfield Changes
The 1997 Master Plan Update for the Airport included several recommendations for changes to the
airfield to accommodate the newly constructed terminals. The recommendations included
modifications to the taxiways and apron near the new terminals. There were no recommendations to
modify any of the runways at the Airport.
As described in Section I, the Airport is surrounded by water to the north, east, and south, and
bordered by a highway to the west. For these reasons, extending any of the runways is not feasible.
Since there are no incompatible land uses exposed to aircraft noise of DNL 65 and higher, runway
improvements at the Airport would not reduce aircraft noise exposure in the Airport environs. It was
determined that there are no airfield changes that would reduce noise exposure for citizens in the
Airport environs.
E.4
Flight Track Changes
Two primary types of flight track changes have been implemented at some airports to reduce noise
exposure over noise-sensitive land uses. The intent of flight track changes is to route aircraft away
from noise-sensitive land uses in favor of those that are compatible with aircraft noise. In some
cases, fanned aircraft flight tracks have been used to disperse noise in different directions at the end
of the departure runway. With fanned flight tracks, pilots departing from a runway are assigned to
different headings after takeoff so that aircraft departing one after the other fly over different areas
rather than being concentrated over one area. Fanned tracks are not typically used as successfully for
arrivals because aircraft need to be lined up with the runway heading for the last portion of the
approach prior to landing. Fanned departure tracks are most successful when an equal number of
aircraft are departing from the airport to different directions so that aircraft are not routed away from
their ultimate destinations.
Another type of flight track change is to define specific flight tracks that place aircraft over
compatible land uses rather than noise-sensitive land uses. The use of noise abatement corridors is
most effective when wide corridors of compatible land use over which aircraft flight tracks can be
defined are present in the airport environs. Aircraft operations at Ronald Reagan Washington
National Airport are unique in that an existing noise abatement flight corridor along the Potomac and
Anacostia Rivers was established in the early 1960s when jet aircraft began operating at the Airport.
Although the river corridor provides a compatible geographical reference to follow, the actual river
corridor is not wide enough to alleviate noise for residents along the river. Although much of the
land around the Airport is developed in noise-compatible uses, the Committee decided to enhance the
existing noise abatement corridors from various runways at the Airport so that residents further down
the river corridor could receive some noise reduction.
E.4.1
Fan Aircraft Flight Tracks
Fanning departures at the Airport would be very difficult, as the airspace is shared with several other
aviation facilities in the region, including Baltimore-Washington and Washington Dulles
International Airports; Andrews Air Force Base; Bolling Air Force Base; Marine Corps Base,
Quantico; prohibited “no-fly” areas near the White House and the Naval Observatory; and operations
at several local general aviation airports.
During the public comment period in June 2003, requests were made to examine the potential to
develop a system for equitably sharing noise among communities in the potential noise impact area.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-4
September 2004
DRAFT
Ronald Reagan Washington National Airport
Currently, aircraft departing the Airport follow the Potomac or Anacostia River until reaching the
designated turning point, either 10 miles to the north or 5 miles to the south. Although the actual
turning point is determined by several factors, such as aircraft performance, aircraft destination, and
density of air traffic in the area, citizens living in this area have stated that a substantial number of
aircraft turn off the river corridor in specific locations, resulting in disproportionate noise exposure
for the communities overflown. Residents of the neighborhoods near the turn points requested a
fanning or dispersing of aircraft so that overflights would be spread over a larger area rather than just
one or two communities experiencing the noise from overflights.
A dispersion procedure was considered and flight-tested in the early 1980s. The intention of the
scatter plan, as it was called at that time, was to release aircraft to turn off the river corridor much
sooner, reducing the high density of aircraft turning at the 10-mile point to the north and the 5-mile
point to the south. The scatter plan resulted in a significantly larger number of flights over close-in
portions of Virginia and Maryland, which had not previously experienced direct overflights. In
addition, the turns were occurring when aircraft were at lower altitudes than the turns farther out,
resulting in higher noise levels over land area under the aircraft flight paths. The test resulted in a
great deal of controversy and political pressure from the close-in neighborhoods that would have
been affected. As a result, the scatter plan concept was rejected and no changes were made to the
airspace or flight procedures. The Committee agreed not to pursue this type of scatter plan.
This option met some of the evaluation criteria listed in Section E.2. Some areas exposed to aircraft
noise would decrease; however, upon further evaluation, the lack of significant benefit combined
with the problems inherent in changing the highly complex and interrelated traffic flows in the
Metropolitan Washington airspace, led the Committee to decline efforts to purposefully disperse air
traffic from Ronald Reagan Washington National Airport. Incorporating a dispersion program that
would require ATC to direct aircraft on various headings after their turn off the river corridor could
reduce the airspace/air traffic capability and have a negative effect on aircraft operations at other
airports. Examination of the existing radar flight paths shows there is already significant natural
dispersion in the location of turns in the south, resulting from variations in aircraft performance and
ATC management of traffic density.
E.4.2
Encourage Pilots to Follow Daytime Arrival Routes When Landing on
Runway 01
In considering alternative ways to address the concerns of residents in the areas between 5 and 7
miles south of the Airport, the Committee discussed whether or not nighttime traffic arriving from
the south could be fanned to enter the river corridor at dispersed locations instead of in a high
concentration over a smaller area.
The Committee recognized that residents of the neighborhoods at or near the 5 mile turn point to the
south have stated that they receive a higher concentration of aircraft overflights during the nighttime
hours when traffic levels are low. Several technical meetings were held to determine whether
procedures could be developed to allow ATC to vary the point where aircraft are turned onto the
river corridor for arrival. During discussions with the Potomac TRACON, it was reiterated that the
role of ATC is to ensure the safe, orderly, and efficient movement of aircraft. Any procedure that
would require air traffic controllers to manually re-distribute aircraft along the river corridor for
reasons other than maintaining adequate separation would affect the primary purpose of their job.
However, the Potomac TRACON was willing to distribute training information to the air traffic
controllers to educate them on the situation and the noise sensitive areas along the river corridor and
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-5
September 2004
DRAFT
Ronald Reagan Washington National Airport
request that they voluntarily distribute aircraft within a 5 to 10 mile area instead of turning all aircraft
at one location. It is recommended that the Potomac TRACON include specific information during
controller training, and in documentation regarding operations at the Airport, about the noisesensitive land uses along the river corridor and request that, when possible, controllers direct pilots to
fly routes that mimic routes used during daytime hours to ensure equitable distribution of the noise
during the late night hours.
E.4.3
Modify Departure Turn Points on Runway 01-19
Members of the Committee were interested in determining if modifying the existing arrival/departure
turn points for aircraft departing on Runway 01-19 would result in noise reductions over noisesensitive areas north and south of the Airport. The existing arrival and departure procedures for
Runway 01-19 are as follows:
•
Runway 01 - aircraft departing on Runway 01 to the north follow the river corridor for
approximately 10 miles, at which point ATC turns them to their approximate course
direction. Aircraft arriving on Runway 01 follow the river corridor for approximately 5 to 10
miles from the south before landing.
•
Runway 19 - aircraft departing on Runway 19 to the south follow the river corridor for
approximately 5 miles, where they are turned on course by ATC. Aircraft arriving on
Runway 19 from the north follow the river corridor for approximately 10 miles before
landing.
The Committee discussed the possibility of extending the turn locations as far as 15 miles to the
north and 10 to 15 miles to the south. Extending the turn locations would provide relief to residents
under the current turn points and might result in aircraft leaving the river corridor at higher altitudes
as they proceed with their departure climb, yielding lower noise levels under the turn points. Through
intensive discussions with representatives from Potomac TRACON and ATC, it was determined that
any adjustments to the current turning points along the Potomac River would have negative effects
on the air traffic from other airports in the area and, for this reason, would not be approved by the
FAA.
North of the Airport, aircraft are turned on course once they reach the 10 DME point just past the
American Legion Memorial Bridge (see Exhibit I-2). Continuing on the river corridor course for a
longer distance would affect arriving and departing aircraft at Washington Dulles International
Airport. South of the Airport, aircraft follow the river corridor until reaching the 5 DME point, just
past the Woodrow Wilson Bridge and then are turned toward their destinations. Moving the turn
point to 10 miles or more would interfere with aircraft from the west arriving at BaltimoreWashington International Airport (BWI). ATC representatives stated that the BWI aircraft traffic
stream cannot be moved further south because it would interfere with the restricted airspace
associated with the Marine Corps Base, Quantico and Dahlgren Naval Surface Warfare Center.
Prior to the discussions with Potomac TRACON representatives, the noise-related consequences of
moving the south turn from 5 miles to 10 miles were evaluated. The INM run (Exhibit E-1 noise
exposure map with land use, Exhibit E-2 noise exposure map with aerial map) showed that there
would be no change in the area exposed to DNL 65 and higher, moving the turn point does not add or
reduce any land to the area exposed to DNL 65 and higher (Table E-2). As no people were exposed
to aircraft noise of DNL 65 and higher, and this measure would only affect areas outside of DNL 65,
no additional people would be exposed to aircraft noise of DNL 65 and higher.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-6
September 2004
DRAFT
FR
AV
EN
E
LEGEND
AN
AC
District of Columbia
IA
IDA
ST
M ST NW
OR
O
FL
W
Y
Ronald Reagan Washington National Airport
se
Roo
STATE HW Y 237
l Brid
Jurisdictional Boundary
ge
CONSTIT UTION AVE NE
v
in
l
oria
em
nM
o
t
g
Bri
Major Road
Noise Exposure Contours (expressed in DNL)
dge
Generalized Existing Land Use
em
or
ial
M
em
or
ia
on
M
M
as
Do
au
N
O
ES
TA
A
Residential
SE
VE
PE
NN
Commercial
SY
ia
or
Ro
c
ha
m
Me
mb
e
rg
e
las
Ge
o
N
MI
ug
LV
AN
IA
AV
Mixed Use
ES
E
Industrial
lB
15
19
g
rid
e
DNL 75
44
Government
22
ST
Y2
i ck
er
Arlington
County
HW
ATE
ed
Fr
66
Br
idg
e
lB
rid
ge
Arl
ria
emo
elt M
Interstate Highway
Parks and Recreation
33
Fairfax County
DNL 70
04
B
A LA
A
AVE
MA
SE
Ronald Reagan Washington National Airport
Water
01
DME= Distance Measuring Equipment
DNL 65
SE
MI
NA
RY
Prince George's
County
RD
495
41
4
395
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed in
A-weighted decibels (dBA) and represents the average noise
level over a 24-hour period. In calculating DNL, the average
sound level for each hour during the nighttime period
(10:00 p.m. to 7:00 a.m.) is increased by a 10-decibel weighting
penalty.
STATE
HW Y 4
ST
00
AT
E
HW
Y
295
City of
Alexandria
e
Woodrow Wilson Memorial Bridg
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
Exhibit E-1
Noise Exposure Contours over Land Use - Move South Departure Turn Point at 10 DME
0
1 mile
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
FR
AV
EN
IA
IDA
E
LEGEND
AN
AC
M ST NW
OR
ST
District of Columbia
O
FL
W
Y
Ronald Reagan Washington National Airport
se
Roo
STATE HW Y 237
rial B
Jurisdictional Boundary
e
ridg
CONSTIT UTION AVE NE
v
in
l
oria
em
nM
o
t
g
Bri
Noise Exposure Contours (DNL)
dge
65-70 dBA
70-75 dBA
Br
idg
e
lB
em
or
ial
on
mb
e
i ve
au
r
M
M
as
rg
e
aR
75+ dBA
SY
LV
AN
IA
AV
ES
DME= Distance Measuring Equipment
E
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
ti
e
19
15
An
NN
g
rid
Ro
c
S
SE
lB
ha
Ge
o
E
NN
E
AV
A P
T
E
O
ia
or
44
Y2
MI
m
Me
HW
las
TE
ug
STA
Do
Arlington
County
i ck
er
M
em
or
ia
66
ed
Fr
rid
ge
Arl
emo
elt M
Interstate Highway
os
ac
22
33
Fairfax
County
A LA
04
BA
AVE
MA
SE
01
295
4
41
Y
STATE
HW Y 4
City of
Alexandria
495
HW
RD
E
RY
AT
MI
NA
ST
SE
00
395
Potomac Rive r
Prince George's
County
e
Woodrow Wilson Memorial Bridg
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
Exhibit E-2
Noise Exposure Contours over Aerial Photograph - Move South Departure Turn Point at 10 DME
0
1 mile
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
Ronald Reagan Washington National Airport
However, the noise exposure grid map analysis for this alternative, shown on Exhibit E-3, shows
that, although no additional areas would be exposed to DNL 65 and higher, new communities or
areas could be affected by aircraft overflights and/or noise that are now exposed to noise less than
DNL 65. Decreases of between 0 and 1 dBA would be expected over land areas exposed to DNL 55
to 65. Outside the area exposed to DNL 55 and higher, results were mixed, with some communities
experiencing improvements ranging from 2 dBA to 12 dBA, while other communities, more directly
under the extended flight pattern, would experience increases of 2 dBA to 10 dBA. These increases
would affect residential areas that currently do not receive direct overflights.
Information from the FAA indicated that airspace constraints (arriving and departing aircraft at
Baltimore-Washington and Washington Dulles International Airports, etc.) would make moving the
departure point north of the Airport infeasible, as it would generate serious airspace conflicts. As
identified during meetings with representatives of the FAA and airline pilots, further analysis would
have to be conducted prior to modifying the flight corridors, including the completion and approval
of additional environmental studies. Because this option would result in minimal noise level
reductions, increased noise levels in some neighborhoods, and negatively affect the airspace/air
traffic control capability and the operation of other airports, the Committee chose not to include this
option for further action. Committee members stated that the departure turns at 10 miles north of the
Airport and 5 miles south of the Airport should remain as they are today.
Table E-2
Comparison of Noise Exposure with and without Moving the Departure Turn to the South
DNL
75 +
70 – 75
65 – 70
Total 65 +
Sources:
Prepared by:
Land Area Exposed to Aircraft Noise (acres)
FAA TAF GA
with Departure Turn
240
240
149
149
166
166
555
555
Geotrack, on the basis of land use data provide by local government jurisdictions and the U.S. Bureau of the Census, Census
2000. Contours developed by Wyle Laboratories.
Ricondo & Associates, Inc.
E.4.4
Develop Advanced Navigation Departure and Arrival Procedures for All
Runways at the Airport
Advanced navigation procedures rely on navigational equipment in the aircraft cockpit to follow a
more precise and predictable departure or arrival path. The intent of implementing advanced
navigation procedures for the Airport would be for pilots to use a series of defined navigation points,
known as waypoints, to fly a procedure that follows the center of the Potomac River to the maximum
extent possible and, as a result, reduces noise exposure for noise-sensitive land uses, particularly
from single aircraft overflights that are not over the center of the river. With the assistance of
advanced navigation, pilots would be able to reduce the horizontal variance from defined arrival and
departure procedures. Pilots would also be able to use advanced navigation procedures during
inclement weather and poor visibility conditions. Therefore, there would be less variability of the
course followed by pilots regardless of weather conditions.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-9
September 2004
DRAFT
Ronald Reagan Washington National Airport
32
32 33
33 34
33 33
33 33
3232
3232 32 33 33 33
3232 32 32 32 32
32 32 32 32 32 32
31 31 31 31 31 31
34 33 32 32 31 31 31 31 30 31 30 30 30
15 15 15 15 14 14 14 14
13 13 1313
34 34 35 35 36 36 37 37 37 38 38 39 40 40 41 42 43 43 44 44 45 45 46 47 48 49 50 51 51 51 50 49 48 46 45 43 42 40 38 37 36 36 36
31 31
31 31 31 32 31 31 30 30 30 30 29 29 29 28 27 27 26 25 23 23 22 21 20 19 19 18 17 17 17 16 16 16 16 15 15 15
30 30
30 30
30 30
31 31
31 31
16 15 15 14 14 14 14 1414
51 52 51 50 49 47 46 44 43 41 39 38 36 37 36 35 34 33 32 31 31 31 30 30 30 30 30
26 25 23 22 22 21 20 19 19 18 17 17 17 17 16 16 16 16 16 16 16 15 15
33 34 34 35 35 36 36 37 37 37 38 39 39 40 40 41 41 42 43 43 44 45 45 46 48 49 50 51
30 31 31 31 31 32 32 32 32 31 31 31 31 30 30 30 29 28 27 26
52 52 50 49 47 45 44 42 40 39 37 37 36 35 34 33 32 31 30 30 30 30 29 30 30 30 30
18 18 17 17 17 17 17 17 16 16 17 16 16 16 16 16 15 15 15 15 14 1414
21
19
19
19
23
22
22
26
26
26
25
30
30
29
28
32 33 34 34 34 35 36 36 36 37 37 38 39 39 40 40 41 41 42 43 43 43 44 45 47 48 49 50 51 52
32
32
32
31
30
31 30 29 29 30 30 30 30 31 31 32 32 32 32 33 32
15 15 15 15 1414
43 44 46 47 48 50 51 52 53 53 52 50 49 47 45 43 42 40 38 37 35 34 33 33 31 31 30 30
22 22 21 20 19 19 19 18 18 18 18 17 17 17 17 17 17 17 17 16 16 16 16
32 32 33 33 33 34 35 35 35 36 37 37 38 39 39 40 40 40 41 41 42 42
30 30 30 31 31 32 32 32 33 33 33 32 32 32 31 31 30 30 29 28 27 26 26 24 23
18 17 17 17 17 17 17 17 16 16 15 15 15 15 1414
50 52 53 53 53 52 50 48 47 45 43 41 39 38 36 35 34 34 32 32 31 31 31 30 30 30 30
32 31 30 29 29 28 26 26 26 25 23 23 23 22 21 20 20 19 19 19 18 18 18 18
32 32 32 33 33 34 35 35 35 36 36 37 38 38 39 39 39 40 40 40 41 41 42 43 44 46 47 49
33
33
32
32
32
33
33
33
30
31
32
32
30
30
30
30
30
31
31
31
31
15
35 34 33 32
18 18 18 18 17 17 17 17 16 16 16 16 15 15
40 41 42 43 45 46 48 50 51 53 53 54 53 52 50 48 46 44 43 41 39 38 36
26 26 25 25 24 23 23 22 21 21 21 20 19 19 19 19 18 19 18
31 31 31 31 31 31 31 31 31 31 31 32 32 32 33 33 33 34 35 34 35 36 36 37 38 38 38 39 39 39 40 39
32 31 30 30 30 30 30 30 31 32 32 32 33 33 34 33 33 33 32 32 31 30 29 29 28
15 15
15
40 41 42 44 45 47 48 50 52 53 54 54 53 51 50 48 46 44 42 40 39 37 36 36 34 33 32 32
21 21 20 20 20 19 19 19 19 19 18 18 18 18 17 17 18 17 16 16 16 16
38
38
39
38
39
23
23
22
21
37
37
37
38
38
25
26
25
24
34
34
35
35
36
29
29
28
26
32
32
32
33
34
33
32
31
29
30
31
31
31
31
34
34
33
33
30 30 30 30 30 30 30 30
15
33 32 33 33 31 29 30 30 30 30 30 31 32 32 33 33 34
16 16 15 15
38 37 38 39 40 41 43 44 46 47 49 51 53 54 55 54 53 51 50 48 46 44 42 40 39 37 36 34
22 22 21 21 20 20 20 20 19 19 19 19 18 18 18 18 17 17 17 17 16
495
29 28 26 26 26 25 24 24 24 23
32
31
30
29
34
34
33
33
33
33
34
34
30 30 30 29 30 30 30 29 30 31 31 30 31 32 32 32 32 33 34 34 34 35 35 36 36 37 37 37 38 37
30
31
32
32
31
31
30
30
15
38 37 36 34 33 34 33 32 30
20 19 19 19 19 18 18 18 18 17 17 17 17 16 16 16 15 15
37 37 37 37 37 38 38 39 40 41 43 44 46 48 50 52 53 55 55 55 53 51 49 48 46 44 42 40
33 33 32 31 30 29 29 28 27 26 26 25 25 24 24 23 22 22 22 21 21 20 20
34
34
35
34
34
29 29 29 29 30 30 30 30 30 30 31 31 31 31 32 32 32 33 33 33 34 34 35 35 36 36 37
32
32
33
33
31
31
31
31
34
33
32
32
15
15
15
38
37
35
34
34
16
16
16
36 36 37 36 37 37 38 39 40 42 43 45 46 48 50 52 54 55 56 55 53 51 50 48 46 44 42 40
25 25 24 23 23 23 22 21 21 21 20 20 20 19 19 19 18 18 18 17 17 17 17
29 29 29 29 29 30 30 30 30 30 31 31 31 31 32 32 32 33 33 33 34 34 35 35 35 36 36 36
31 31 31 32 33 33 33 34 35 35 35 34 33 33 33 31 30 29 29 28 27 27 27 26 25
33
33
32
31
15
15
37
35
35
34
16
16
15
46
44
42
40
38
17
17
17
16
53
51
50
48
18
18
18
17
53
55
56
56
55
20
19
19
36 36 36 36 38 37 39 40 42 43 45 47 49 51
25 24 23 23 23 22 21 21 21 20 20 20
35
36
36
36
36
27
26
25
26
33
34
34
34
35
29
28
27
27
32
32
33
33
33
33
31
30
29
31
31
31
31
32
35
34
34
33
29
30
30
30
30
31
34
35
35
36
28 29 29 29
15
53 52 50 48 46 44 42 40 38 37 35 34 33 32 32 31 31 30 31 32 33 33
19 19 19 18 18 18 17 17 17 16 16 16 15 15
35 36 36 36 36 35 36 35 37 36 37 39 40 42 44 45 47 49 52 54 56 57 56 55
30 30 29 29 28 27 27 26 26 26 25 24 24 23 23 22 21 21 21 20 20 20 20
495
34
33
33
32
35
36
36
35
35
28 28 29 29 29 30 30 30 30 30 31 31 31 31 31 31 32 32 32 32 33 33 34 34 35 35
32
33
34
34
32
32
31
32
35
34
33
33
15
15
15
16 16 16
52 50 48 46 44 41 40 38 36
23 23 22 21 21 21 20 20 20 20 19 19 19 18 18 17 17 17 17
36 36 36 36 36 36 36 36 38 38 40 40 42 44 46 48 50 52 55 57 57 57 56 54
34 35 36 36 36 36 35 34 34 33 32 30 30 30 29 28 27 27 26 26 26 25 24 24
28 28 29 29 29 29 30 30 30 30 31 31 31 31 31 31 32 32 32 32 33 33 34 34 35 35 35 36
32
31
32
33
34
35
34
34
32
15
15
41
39
38
36
16
16
15
53
51
48
46
43
17
17
17
16
58
58
57
55
18
18
18
17
35 37 36 39 39 41 42 44 46 48 50 53 55 57
23 22 22 21 21 21 20 20 20 19 19
36
36
36
36
36
25
25
24
24
35
35
35
36
36
27
27
26
26
33
33
34
34
34
30
29
28
28
31
32
32
32
32
33
32
31
30
31
31
31
31
31
36
35
34
34
27 28 28 28 29 29 30 30 30 30
15
41 39 38 36 35 35 34 33 33 33 34 35 35 36 37 37 37
18 17 17 17 17 16 16 16 15 15
35 35 35 35 36 36 38 38 39 41 42 44 46 49 51 53 56 58 59 59 58 57 54 51 48 46 43
28 28 28 27 26 26 26 25 24 24 23 22 22 21 21 21 20 20 20 19 19 18 18
31
31
30
29
34
34
34
32
37
37
37
37
35
26 27 28 28 28 29 29 30 30 30 31 31 31 31 31 32 32 32 32 32 32 33 33 33 34 34 35 35 35 35 36 35
35
36
35
36
34
34
33
34
15
60 60 58 55 51 48 45 43 41 39 38 36 36
20 20 20 19 19 19 18 18 17 17 17 16 16 16 15 15
33 33 34 35 35 35 35 35 36 35 35 35 34 35 35 37 37 38 39 41 43 44 47 49 51 54 56 58 59
34 33 32 31 30 30 29 28 28 27 27 26 26 25 25 24 24 23 23 22 21 21 21 20
37
37
35
34
37
37
37
37
26 27 28 28 28 28 29 30 30 30 31 31 31 31 31 32 32 32 32 32 32 33 33
35
35
37
37
39
38
38
36
35
15
14
48
45
43
41
16
16
15
35 35 35 35 35 35 35 36 36 36 37 38 40 41 43 45 47 49 51 54 56 57 59 60 61 59 54 51
25 25 24 24 23 23 22 22 22 21 21 20 20 20 19 19 19 18 18 18 17 17 16
25 26 27 28 28 28 29 29 29 29 30 31 30 30 31 31 31 31 32 32 32 32 33 33 33 34 34 35 35 35
37 38 38 38 38 38 38 37 37 36 35 34 33 32 31 30 30 29 28 28 27 27 26 26
39
36
37
35
47
45
43
41
39
16
15
15
62
58
54
50
17
17
16
16
54
56
58
59
61
18
18
18
45
47
49
52
20
20
19
19
35 35 35 35 35 35 36 36 37 38 39 40 41 43
24 24 23 23 22 22 22 21 21 21 21
34
34
35
35
35
26
25
25
25
32
32
33
33
34
28
27
27
26
31
31
31
31
32
31
30
30
29
30
30
30
30
30
31
35
34
33
32
28
28
29
29
29
37
37
37
36
25 26 26 27 27 28
63 58 54 50 47 44 42 40 40 39 38 38 38 39 39 39 39 38
21 21 20 20 20 19 19 18 18 18 17 16 16 16 15 14
34 35 35 35 35 35 36 36 36 36 36 36 36 37 38 39 40 42 43 45 47 49 52 54 57 59 60 62
34 34 32 30 30 30 29 28 27 27 26 25 25 25 25 24 23 23 23 22 22 22 22 21
24 25 26 26 26 27 27 28 28 28 29 29 29 29 30 30 30 30 31 31 31 32 32 32 32 33 34 34
16 16 15 14
58 60 62 64 63 58 53 49 46 44 42 40 39 38 38 38 38 38 40 39 38 37 37 36 36 35
24 23 23 22 22 22 21 21 21 20 20 20 19 19 18 18 17 17 16
35 36 35 35 36 36 36 36 36 36 36 37 37 38 39 40 42 43 45 47 49 52 55
39 38 37 37 36 36 35 34 33 32 30 30 30 29 28 27 27 26 26 25 25 25 24 24
23 24 25 26 26 26 27 27 27 28 28 29 28 29 29 29 29 30 30 30 30 31 32 32 32 33 33 34 34 34
39
39
40
40
41
40
40
39
57
52
48
45
43
62
64
66
63
66
47
49
52
56
59
36 36 36 36 37 37 37 38 39 40 41 43 45
23 23 23 23 22 22 21 21 21 20 20 20 19 18 18 17 17 16 16 15 15 14
35
35
36
36
36
24
24
24
33
33
34
35
35
26
25
25
25
31
32
32
32
33
28
27
27
26
29
30
30
30
30
30
30
30
29
28
28
29
29
29
35
34
33
32
23 24 25 25 25 26 27 27 27 27 28 28
64 66 67 61 54 50 47 45 43 42 41 41 41 41 41 39 38 37 37 36 36 36
22 22 21 20 20 20 19 18 18 17 17 16 15 15 14 14
33 34 34 35 35 36 36 36 36 36 36 37 37 37 36 37 37 39 40 41 43 45 47 50 53 57 61
33 33 32 30 29 29 29 28 27 27 27 26 26 25 25 24 24 24 24 23 23 23 22 22
22 23 24 24 25 25 26 26 26 27 27 27 27 28 28 28 28 29 29 29 29 30 31 31 31 32 32 33 33
54 58 63 66 68 65 57 52 49 46 45 44 44 43 43 42 39 38 38 37 37 36 36 35 34
22 21 20 20 20 19 18 18 18 17 15 15 15 14 13
31 32 32 32 33 34 34 34 35 35 36 36 36 36 36 36 36 36 36 36 37 38 39 40 41 43 45 47 50
33 32 30 29 29 29 28 27 27 27 26 25 25 25 24 24 24 24 23 24 23 23 22 22
36
35
34
33
37
36
36
36
22 23 23 23 24 25 25 25 25 26 26 26 26 27 27 27 27 28 28 28 29 29 30 30 30
41
39
37
36
47
46
45
43
69
59
54
50
48
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55 60 65 69
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12
12
13
14
14
36
35
35
34
11
11
11
12
12
39
38
37
36
9 9 10
43 43 44 44 44 44 44 44 44 44 44 43 43 42 41 41 40
16 15 14 13 13 13 12 11 11 10 10 9 9 8 8
25 26 26 27 27 28 29 29 30 31 32 33 35 35 36 36 37 38 39 39 40 41 42 42
30 29 27 26 26 24 23 22 22 21 21 20 20 20 19 19 19 19 18 18 18 17 16
9 9 10 11 11 11 12 12 12 12 13 14 14 14 15 16 16 16 17 18 19 19 20 21 22 22 23 24 24 24
8 8 7
43 43 43 43 43 44 44 44 44 43 43 42 42 41 41 39 39 38 37 36 35 34 34 34 32 31
19 19 18 18 18 18 18 17 17 16 16 15 14 13 13 13 12 11 11 10 10 9
24 24 24 25 26 26 26 27 28 28 29 30 31 32 33 34 35 35 36 37 38 38 39 40 41 41 42 42
39 38 37 37 36 35 34 34 33 31 30 30 28 26 25 25 24 22 21 21 21 20 19 19
9 9 10 11 11 11 11 12 12 12 13 13 14 14 15 16 16 16 17 18 19 19 20 21 21 22 23
42
42
41
40
40
43
43
43
43
8 7
42
42
43
43
41
41
42
42
42
38
39
40
40
27 28 28 29 30 31 31 32 34 35 35 36 36 37
18 18 18 18 17 18 17 16 16 16 15 14 13 13 13 12 11 11 10 10 9 8
24
25
25
26
26
19
18
19
18
21
22
22
23
23
21
21
21
20
18
18
19
20
21
25
25
25
23
14
15
15
16
16
17
31
29
29
28
12
12
13
13
13
35
33
33
32
9 9 10 10 11 11 11 12
41 41 41 41 42 42 42 42 42 42 42 42 41 40 40 40 38 38 37 36 35
13 13 12 11 11 10 10 9 8 8 7
21 22 23 23 24 24 25 25 26 27 28 28 28 29 30 31 32 33 34 34 35 36 37 37 38 39 40 40 40
24 23 21 21 20 19 19 18 18 18 18 18 17 17 17 17 17 16 16 16 15 14 13
29
27
25
25
33
32
30
29
37
36
35
35
34
9 9 10 10 11 11 11 12 12 12 12 13 13 13 14 15 15 16 17 18 18 19 20 21 21
40
39
39
38
41
41
41
40
41 41 41 41 42 41 42 42 42
15 14 13 13 13 12 11 11 11 10 9 8 8 7
23 23 24 24 25 25 26 26 27 28 28 29 30 31 31 33 34 34 35 36 36 37 38 39 39 39 40 40
26 25 24 24 22 21 20 20 19 18 18 17 17 17 17 17 16 16 16 16 16 15 15
9 9 10 10 11 11 11 12 12 12 12 13 13 13 14 15 15 16 17 18 18 19 20 21 21 21 22
40 40 40 40 41 40 41 40 40 40 39 38 39 38 37 36 35 35 34 33 32 31 29 29 28
10 9 8 8 7
23 24 25 25 25 26 27 27 27 28 29 30 31 32 33 34 34 35 36 36 37 38 38 38 39 39 40 39
17 17 17 17 16 15 16 16 16 15 15 15 15 15 15 14 14 13 13 12 11 11 11
9 9 9 10 10 10 11 11 11 12 12 13 13 13 14 15 16 16 17 18 19 19 20 21 21 21 22 23 23
38 38 38 37 36 35 34 34 33 32 31 30 29 28 27 26 24 23 23 22 20 19 19 18
40
40
39
39
39
39
39
40
39
38
38
38
39
36
37
37
37
38
33
34
35
35
15
15 14 14 14 13 12 11 11 11 10 9 8 8 7
24 24 25 25 26 26 27 27 28 29 29 30 31 32 32
16 16 15 15 15 15 15 15 15 15 15
22
22
23
23
23
19
18
17
16
19
19
20
21
21
23
21
19
19
15
16
16
17
18
27
25
24
23
12
12
13
13
14
31
30
28
27
10
11
11
11
11
34
34
33
32
31
8 9 9 10 10
37 37 37 38 38 38 39 39 39 39 38 38 37 36 37 36 35
15 14 14 13 13 12 11 11 11 10 9 9 8 8
23 23 23 24 24 25 25 25 26 26 26 27 29 29 29 31 32 32 32 34 34 34 35 36 37 36 37 37
25 23 23 23 21 19 19 19 17 17 16 16 15 15 15 15 15 15 15 15 14 15 15
8 8 9 10 10 10 10 11 11 11 12 12 12 13 14 15 16 16 17 19 19 19 20 21 21 21 22
8
37 37 37 38 38 38 38 38 37 37 36 36 36 35 34 34 33 33 31 31 30 29 28 27 27
15 14 14 14 14 14 14 14 14 14 14 14 13 13 13 12 12 11 11 10 9 9 9
23 24 24 24 25 25 26 26 26 27 28 28 29 30 31 31 32 33 34 34 35 36 36 36 36 36 36 36
34 33 32 32 30 30 29 28 27 26 26 24 23 23 22 21 19 19 18 17 16 16 16 15
8 8 9 10 10 10 10 11 11 11 11 12 12 13 14 15 15 16 17 18 19 19 20 21 21 22 22 23 23
36
34
35
35
37
37
37
36
36
37
37
37
37
35
35
35
36
34
35
35
35
35
25 25 26 26 27 28 28 29 30 30 31 32 33 34
14 14 14 13 13 13 14 14 14 14 14 13 13 13 12 12 12 11 10 9 9 9 8
23
24
24
24
25
15
15
14
22
23
23
23
18
17
16
15
19
19
20
21
21
21
22
20
19
18
15
15
16
17
18
25
24
23
22
11
12
12
12
14
29
27
26
26
8 8 9 9 10 10 10 10 11 11
34 34 34 34 35 35 35 36 36 36 37 37 37 37 36 36 35 34 34 33 32 31 31 30 29 29
13 13 13 14 13 12 12 12 12 10 9 9 9 8
20 21 21 22 22 23 23 23 23 24 24 24 24 25 25 25 26 26 27 27 28 29 29 30 31 32 32 33 34
24 22 22 22 20 18 18 18 17 15 15 15 15 14 13 13 13 13 13 13 13 13 13
7 8 8 9 9 9 10 10 10 10 11 11 12 12 13 15 15 16 17 18 19 19
35 35 36 36 36 36 36 36 36 35 35 33 33 33 31 30 30 30 28 28 28 27 26 26 25
13 13 13 13 13 13 13 13 13 13 13 12 12 12 11 11 10 9 9 8
23 23 23 24 24 24 24 25 25 25 26 26 27 28 29 29 29 31 32 32 32 33 34 33 34 33 34 34
25 25 25 23 22 22 21 20 19 18 18 17 16 15 15 14 14 13 13 13
28
28
27
26
31
30
30
29
7 8 8 9 9 9 10 10 10 10 11 11 11 12 13 15 15 15 17 19 20 19 20 21 22 22 22 23 23
34
33
33
32
36
36
35
35
35
35
36
36
36
12 12 12 12 12 12 12 13 13 13 12 12 12 11 11 10 9 9 8
23 23 23 23 24 24 24 25 25 26 26 27 28 29 29 30 31 32 32 33 33 33 34 34 34 34 35
24 23 22 21 21 20 18 18 18 17 16 15 15 14 14 13 13 13 12
7 7 8 9 9 9 9 10 10 10 10 11 11 12 13 14 15 15 16 18 19 19 20 21 21 21 22 22 23 22 23
33 33 34 35 35 35 35 35 35 35 35 35 34 33 32 31 30 29 29 28 27 27 26 26 25 24
12 11 10 10 9 8
23 23 23 23 23 24 24 25 25 25 26 27 28 28 29 31 31 32 32 32 33 33 33
14 13 13 13 13 12 12 12 12 12 12 12 12 12 12 12 12 12 12
22
22
22
22
23
17
16
15
15
20
21
21
21
21
20
19
18
18
15
16
18
18
19
22
21
21
21
11
11
12
14
14
25
24
24
23
9
9
10
10
11
27
26
26
26
7 7 8 8 8 8 9
34 34 32 31 31 31 29 28 28
27 27 28 29 30 30 31 32 32 32 32 33 33 32 33 34 34 34 35 35 35 34
11 11 11 12 12 12 12 12 12 12 12 11 10 10 10 8
22 22
22 22
22 22
22 23
16 15
15 14
14 13
22 22
6 6 7 8 8 8 9 9 9 9 10 10 10 11 12 13 13 14 16 17 18 18 19 20 21 21 21 22 22
22 22
22 23
22 23
22 23
23 24
23 24
23 24
23 25
24 26
25 26 27 27 29 30 30 30 31 31 31 32 32 32 32 32 33 34 33 34 34 34 34 34 33 32 31 31 30 28 27 27 27 26 26 25 24 24 24 23 22 21 21 21 19 18 18 18 17 16
15 15
14 13
13 13
13 12
12 12
12 11
11 12
12 12
11 11 11 11 11 12 12 12 12 12 12 11 11 10 10 9 8
33 34 34 34 34
33 33 33 33 33
32 32 32 33 33
32 32 32 32 32
31 31 31 32 32
LEGEND
Interstae Highway
Major Road
District of Columbia
Water
City of
Falls Church
City of
Fairfax
City of
Alexandria
Fairfax
County
Prince George
County
Prince William
County
Jurisdictional Boundary
59
DNL Value Resulting from Moving South Departure
Turn Point to 10 DME
Changes in Noise Exposure
-12 to -10 dBA
-9 to -5 dBA
-4 to -2 dBA
-1 dBA
0
+1 dBA
+2 to +5 dBA
+6 to +10 dBA
DME= Distance Measuring Equipment
DNL = Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
Charles
County
Source:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
0
3 miles
FAR Part 150 Noise Compatibility Program Update
Exhibit E-3
Changes in Noise Exposure - Move South Departure Turn Point at 10 DME
September 2004
DRAFT
Ronald Reagan Washington National Airport
Several VOR/DME and GPS approach procedures have been published for the Airport. In addition,
at least two airlines operating at the Airport (US Airways and Alaska Airlines) are already using
advanced navigation procedures that they have developed. Technical analysis of an area navigation
(RNAV) departure procedure used by one of the airlines was conducted to determine what, if any,
noise reductions would result if all airlines followed that particular procedure. Version 6.1 of the
INM was used, assuming that all commercial jet aircraft departing from Runway 01 use the advanced
navigation procedure. The model results showed that aircraft followed the river centerline more
closely and there was less dispersion of aircraft off the generalized flight tracks. As is typical for
most noise abatement procedures, the benefit from the procedure varied depending on the level of
noise exposure and the geographic location of the receiver. To assess the noise exposure effect of
using the advanced navigation departure procedure, both noise contours and noise level grid maps
were prepared. As shown in Exhibit E-4, noise exposure map with land use and Exhibit E-5, noise
exposure map on an aerial map, there was little to no identifiable change in noise within the areas
exposed to DNL 65 and higher. There would still be no people exposed to DNL 65 and higher. Table
E-3 provides the number of acres of land area within the DNL 65 and higher noise exposure
contours. There would be no significant increases1 or decreases in noise within the areas exposed to
DNL 65 and higher.
Table E-3
Comparison of Noise Exposure with and without Advanced Navigation Procedures
DNL
75 +
70 – 75
65 – 70
Total 65 +
Sources:
Prepared by:
Land Area Exposed to DNL 65 and higher (acres)
FAA TAF GA
With Alternative 1.1
240
240
149
149
166
165
555
554
Geotrack, on the basis of land use data provided by local government jurisdictions and the U.S. Bureau of the Census, Census
2000. Contours developed by Wyle Laboratories.
Ricondo & Associates, Inc.
Exhibit E-6, a grid map and changes in DNL with use of advanced navigation procedures, shows
that there would be changes in noise exposure for residential land uses outside the area exposed to
DNL 65 and higher. The colors within the grids on Exhibit VI-2 show the difference in noise
exposure anticipated with improved navigation compared with the projected 2009 conditions with
TAF GA operations. The use of advanced navigation technology was estimated to result in reduced
noise levels for residential land uses along the river corridors because the aircraft would follow the
rivers on a tighter, narrower flight path. For some communities in Virginia, the reduction in DNLs
was estimated to be as much as 3 dBA. It was estimated that there would be an increase in DNL of 1
dBA east of the river, over part of Georgetown, as would be expected when aircraft stay closer to the
centerline of the river rather than flying over the Virginia shoreline in Rosslyn. The Committee stated
that the benefit to neighborhoods in Virginia justified the increases in noise of lesser magnitude over
part of Georgetown. An advanced navigation procedure would provide a more precise and
predictable flight track for aircraft to follow during both instrument and visual approaches.
1
A significant increase in noise is defined as 1.5 dBA over land areas exposed to DNL 65 and higher. FAR Part
150, Airport Noise Compatibility Planning
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-11
September 2004
DRAFT
FR
EN
IA
AV
E
AC
District of Columbia
IDA
ST
M ST NW
OR
LEGEND
O
FL
W
Y
Ronald Reagan Washington National Airport
AN
Interstate Highway
Jurisdictional Boundary
se
Roo
STATE HW Y 237
velt
to
ing
nM
oria
em
l Br
Major Road
CONSTIT UTION AVE NE
idg
Noise Exposure Contours (expressed in DNL)
e
Generalized Existing Land Use
Residential
e
idg
Br
em
or
ial
M
em
or
ia
M
M
as
au
am
be
rg
e
NE
E
AV
A P
T
EN
SO
N
Commercial
SY
Ro
ch
ial
or
em
Ge
o
M
LV
AN
IA
AV
Mixed Use
ES
E
Industrial
Br
idg
15
19
e
Y2
N
MI
las
DNL 75
44
Government
22
HW
ug
S
E
TAT
Do
Arlington
County
i ck
er
on
66
SE
ed
Fr
lB
rid
ge
Arl
oria
M em
ge
l B rid
Parks and Recreation
33
Fairfax County
A LA
DNL 70
04
A
BAM
AVE
SE
Ronald Reagan Washington National Airport
Water
01
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed in
A-weighted decibels (dBA) and represents the average noise
level over a 24-hour period. In calculating DNL, the average
sound level for each hour during the nighttime period
(10:00 p.m. to 7:00 a.m.) is increased by a 10-decibel weighting
penalty.
DNL 65
SE
MI
NA
RY
Prince George
County
RD
495
41
4
395
STATE
Bridge
Woodrow Wilson Memorial
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
0
1 mile
FAR Part 150 Noise Compatibility Program Update
STATE HWY 210
HW Y 4
ST
00
AT
E
HW
Y
295
City of
Alexandria
Exhibit E-4
Noise Exposure Contours over Land Use - Advanced Navigation Departure Procedure
September 2004
DRAFT
FR
AV
EN
E
LEGEND
AN
AC
District of Columbia
IA
IDA
ST
M ST NW
OR
O
FL
W
Y
Ronald Reagan Washington National Airport
Interstate Highway
Jurisdictional Boundary
se
Roo
STATE HW Y 237
velt
in
l
oria
em
nM
o
t
g
ge
Bri
CONSTIT UTION AVE NE
Noise Exposure Contours (expressed in DNL)
dge
65-70 dBA
70-75 dBA
Br
idg
e
lB
em
or
ial
M
em
or
ia
M
on
au
M
as
R iv
Ro
c
er
ha
mb
e
rg
e
ES
DNL = Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
E
BA
AVE
MA
SE
a
01
495
41
4
Prince George
County
AT
E
HW
Y
295
ST
Potomac Rive r
00
AV
STATE
HW Y 4
IA
An
22
City of
Alexandria
AN
a
Ge
o
15
19
RD
LV
e
RY
SY
g
rid
MI
NA
75+ dBA
NN
ti
A LA
Fairfax County
SE
E
AV
PE
lB
s
co
33
395
N
O
ES
TA
SE
ia
or
44
04
N
MI
m
Me
H
las
TE
ug
STA
2
WY
Do
Arlington
County
i ck
er
66
ed
Fr
rid
ge
Arl
Me
rid
ial B
mor
e
Woodrow Wilson Memorial Bridg
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
Exhibit E-5
Noise Exposure Contours over Aerial Photograph - Advanced Navigation Departure Procedure
0
1 mile
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
44 44 45 46 46 47 48 48 49 49
43
43
43
41
41
40
40
39
38
37
41 40
44 44 45 46 47 47 48 49 49 50 50 50 49 48 47 45 44 43
44 42 41
43 44 45 45 46 47 48 49 49 50 50 50 50 49 48 46 45
43 41
43 44 44 45 45 46 47 48 49 50 51 51 51 50 49 48 46 45
43
42 42 43 44 44 45 46 47 49 50 51 51 52 51 50 49 47 46 44
45 44
41 42 42 43 43 44 45 47 48 49 50 51 52 52 51 50 49 47
45
41 41 42 42 42 43 44 46 47 48 50 51 52 53 53 52 50 48 47
50 48 46
40 40 41 41 41 42 43 44 46 47 49 50 52 53 53 53 52
48
39 39 40 39 40 41 42 43 45 46 48 49 51 52 53 54 53 51 50
53 51 49
38 38 39 38 39 40 41 42 44 45 47 48 50 52 53 54 54
53 51
38 37 38 37 38 39 40 41 43 44 46 47 49 51 53 54 55 54
55 55 53
52
53
55
44
46
48
50
40
41
43
38
38
40
37
37
37
37
56 55
37 36 37 36 37 37 38 39 40 42 43 45 46 48 50 52 54 56
30 30
36 35 34 32 32 32 31 31 31 31 31 31 30 30 30 30 30 30
30 30 30 30 30 30 31
31
30
31
31
31
32
31
30
33
32
32
35
36
35
36
30 30 30 31 31
37 36 36 35 34 33 32 32 31 31 31 30 30 30 30 30 30
30
30
30 30 31 31 31
30
30
30
31
31
30
33
32
31
38 36 37 36 35 34
30 30 30 31 31 31
39 37 37 36 35 34 33 32 31 30 30 30 30 29 30 30
30 31 31 32
40 38 37 35 34 33 33 31 31 30 30 30 30 29 29 30 30 30
30 30 30 31 31 32
41 39 38 36 35 34 34 32 32 31 31 31 30 29 30 30
30 30 31 32 32
42 40 39 37 36 35 35 33 32 30 31 31 30 30 30 30 30
30 30 30 31 32 32
29
30
30
32
32
31
34
33
32
37
36
36
42
40
39
44
30 30 31 32 32
45 43 42 40 39 37 36 34 33 32 33 32 31 29 30 30 30
39 38 37 36
39 38
Montgomery40
County 41
38
39
42 40
43 41
45 43
46 44
47 46
49 47
51 49 47 45 43 42 40 38 37 35 34
District of Columbia
33 33 33 32 30 31 31 30 30 31 32
32
26 24 24
31 31 31 31 31 31 30 29 29 29 29 29 29 28 28 28 27
27
26
25 24 24
28
27
29
29
29
30
30
30
31 31 31 32 31 31 30
26 25 24 23
31 32 32 32 32 31 31 31 31 30 30 30 29 28 27 26
26 26 25 23 22
32 32 32 33 32 32 31 32 31 30 30 30 29 28 26
26 25 24 23
32 32 33 33 33 32 32 32 31 31 30 30 29 28 27 26
36
26 26
33 33 34 34 34 33 33 33 32 31 30 29 29 28
26
32 33 34 34 34 34 34 33 33 32 31 30 29 29 28 27
33 33 31 30 30 29 28 27 27
33 33 34 34 35 34 34 33
33 33 31 30 30 29 28 28 27
33 33 34 35 35 35 34 33 295
34
33 33 32 30 30 30 29 28 28
36
35
34
34
34
35
33
28
34 34 35 36 36 35 35 34 33 33 32 30 30 30 29 28
Fairfax
County
City of
Alexandria
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
0
2 miles
FAR Part 150 Noise Compatibility Program Update
Interstate Highway
Major Road
26 25 25 24
26 26 25 25
City of
Falls Church
Arlington
County
LEGEND
26 26 25 24 24
32 33 33 33 33 33 32 32 32 31 30 30 29 28 27
28
27
26 26 25 25 24
30
29
29
32
31
33
33
33
32 33 34 34 34
27 26 26 26
32 31 31 31 31 32 32
53 51 49 47 45 43 42 40 38 37 35 34 35 34 33 32
27 27 26 26
34 33 32 31 31 31 31 32 33
53 55 56 56 55 53 51 49 47 45 43 42 40 38 36 35 36 35
36 36 36 36 36 36 36 37 37 39 40 42 43 45 47 49 51
27 27 27 27
33 31 31 31 31 32 33
56 57 56 55 53 51 50 48 46 44 42 40 38 37 35 34 33 32
36 36 36 36 35 36 35 37 36 37 39 40 42 44 46 47 49 52 54
28 27 27 27
32
33
33
32
32
31
34
33
33
50 52 55 57 58 57 55 54 52 51 49 46 44 42 40 38 37 35
36 36 36 36 36 36 36 36 37 38 39 40 40 42 44 46 48
28 28 27 27
29
28
28
30
30
33
32
31
35
34
34
34 34 33 33 32 32 33 34 35 35 36 36 36 36
51 53 56 58 58 58 57 55 54 51 49 47 44 42 40 38 37 35
36 36 36 36 36 36 36 36 35 37 37 39 39 41 42 44 46 48
32 31 31 30 29 29 29 28 28 27 27
34
34
33
36
35
37
37
37
35
35
36
33
33
34
37 35 35 34 33
47 49 51 53 56 58 59 59 59 57 55 52 49 47 44 42 40 38
35 35 36 36 36 36 36 35 35 36 36 38 38 39 41 43 44
34 32 31 31 31 30 29 29 28 28 27 27
37 36 34 34 33 34 35 36 35 36 37 37 37 37 36 34 34
47 49 51 53 56 58 59 60 61 59 56 52 49 46 44 41 40 38
41
43
45
37
38
39
35
35
37
36
35
35
35
35
35
36
35 35
35
34
34 32 31 31 30 30 29 29 28 28 28 27
37
37
36
38
37
37
37
37
38 36 36 35 36 37
47 49 51 53 55 57 59 61 62 59 55 52 48 45 43 41 39 38
35 35 35 35 35 36 35 35 35 35 36 36 36 37 38 40 41 43 44
28 27
38 37 37 36 35 34 34 32 31 31 31 30 29 29 28 28
39
38
38
37
38
39
37
37
35
39
39
45
43
41
43 44 46 49 50 52 54 56 59 61 63 59 55 51 48
35 35 35 35 35 35 36 36 35 36 35 36 36 37 38 39 40 41
29 29 29 28 28 27
31
31
30
33
31
35
34
34
37
37
36
39
38
38
40 39 38 37 38 39 39 39
43 44 46 48 50 52 54 57 60 63 63 58 54 50 47 45 42 41
34 35 35 35 36 36 36 36 36 36 36 36 36 36 37 38 39 40 41
29 29 28 28 27
40 39 38 37 37 37 36 35 34 34 33 31 31 31 30 29
55 59 62 65 63 57 53 49 46 44 42 40 39 38 38 38 38 38
47
50
52
43
44
46
39
40
41
36
37
38
36
36
36
34 34 35 35 36 36 36 36 36 36 36
29
29 29 28 28 27
31
31
30
34
33
31
35
34
41 40 40 39 39 39 40 40 39 38 37 37 36 36
39 41 42 44 45 47 50 53 57 61 64 66 63 56 52 48 46 43
34 34 34 35 35 35 36 36 36 36 36 36 36 36 37 37 37 37 38
31 31 31 30 29 29 29 28 28 28
34
34
33
36
36
35
37
37
36
40
39
66
41
41
41
47 45 43 42 41 41
36 37 38 39 41 42 44 45 48 51 55 60 64 66 67 60 54 50
33 34 34 34 35 35 35 36 36 36 36 36 36 36 36 36 36
34 33 31 31 31 30 29 29 29 28 28 28
46 44 44 43 43 43 42 39 38 38 37 37 36 36 36 35 34
37 37 38 40 41 42 44 46 49 53 57 62 66 68 65 57 52 49
36
35
36
36
36
36
36
36
36
35
36
36
34
34
34
32 33 34
34
34
34 33 31 31 31 30 29 29 29 28 28 27
36
36
36
36
36
37
36
37
50 48 47 46 45 43 41 39
36 36 37 38 39 40 41 43 45 48 51 55 60 65 69 69 60 54
28 28
32 33 33 34 34 34 35 36 36 36 36 36 37 36 36 36 35
36 36 36 36 35 34 34 33 31 31 31 30 30 29 29 29
36
36
36
37
36
43
40
39
50
48
45
62
56
52
36 37 37 38 39 41 42 44 47 49 52 57 63 69 72
32 33 33 34 34 34 35 35 36 36 36 36 36 36 36 36 36 36
30 30 29 29 28 28
31
30
33
32
31
35
34
34
36
36
36
36
36
46 43 41 39 38 36 36 35 36
36 37 37 39 40 42 43 46 48 51 54 59 72 85 64 57 53 49
32 32 33 33 33 34 34 35 35 35 36 36 36 36 36 36 36 36 36
30 30 29 29 28
35 36 36 36 36 36 36 35 34 34 33 32 31 31 31 30
46 49 52 56 65 86 64 57 52 48 45 42 40 38 37 36 35
41
42
44
37
38
39
36
36
36
36
36
36
36
37
36
36
32 32 33 33 33 33 34 35 35 35 36
30
30 30 29 29 28
31
31
31
33
32
35
34
34
45 42 40 38 37 36 35 36 36 36 36 37 36 36
36 36 36 37 38 40 41 43 45 48 50 54 62 92 67 55 51 48
31 32 33 33 33 33 34 35 35 35 36 36 37 36 36 36 36 36 35
32 32 32 31 30 30 30 29 29 29
34
34
33
37
36
35
37
37
36
36
36
38
37
36
52 48 45 43 41 39
36 36 36 36 37 38 39 39 41 43 45 47 50 54 63 90 65 58
32 32 33 33 33 33 34 35 35 35 36 36 37 36 36 36 36
35 34 33 32 32 31 31 30 30 30 29 29
46 44 41 39 39 37 37 36 37 37 37 37 37 37 36 35
36 36 37 38 39 39 40 42 45 48 51 56 65 88 67 61 54 50
36
36
36
36
36
36
35
36
36
36
34
35
35
33
33
33
32 32 33
36
35 34 33 33 32 32 31 31 30 30 29 29
37
37
36
37
37
37
37
37
37
56 51 47 45 42 40 39 38
36 36 36 36 37 38 39 39 41 43 45 48 52 56 64 73 66 59
29
32 32 33 33 33 33 34 35 35 35 36 36 36 36 37 36 36
38 38 37 36 36 35 35 33 33 33 32 31 31 31 30 29
37
37
38
38
37
37
43
41
39
53
49
45
65
59
55
36 36 35 36 38 39 39 40 43 45 48 51 56 62 71
31 32 33 33 33 33 34 35 34 35 36 36 36 37 37 37 37 36
31 31 30 29 29
33
32
31
35
34
33
37
36
35
38
38
38
38
38
54 53 50 46 44 41 40 38 38 38 38
36 36 36 36 36 38 39 38 40 42 45 48 51 55 62 69 65 58
32 32 33 33 33 34 35 35 35 35 36 36 37 37 37 37 37
31 30 30 29
38 38 38 38 38 38 38 37 36 36 35 34 34 33 33 32 31
44 47 50 55 61 68 65 58 53 51 50 48 45 42 40 39 38
38
40
42
36
37
38
36
36
36
37
37
37
37
37
37
32 32 33 33 34 34 35 35 35 36 36 37
37
37
32
31
31 31 30 29
34
33
35
35
34
36
49 48 46 43 41 40 39 38 38 38 38 38 38 38
36 36 36 37 38 38 39 41 44 46 50 54 60 66 64 58 53 50
32 32 33 34 34 34 35 36 36 36 36 37 37 37 37 37 37 37 36
35 34 34 33 32 31 31 31 30 29
37
36
35
38
37
39
39
38
395
39
39
38
42
40
39
495
49 47 47 46 44
36 36 36 36 36 37 38 39 41 43 46 49 53 58 65 64 58 52
32 32 33 34 34 34 36 36 36 36 36 37 37 37 37 37 37 37
295 46 46 46 45 42 41 39 39 39 39 39 39 39 38 38 37 36 36 35 34 34 34 32 32 31 31 30 30
36 36 36 36 37 37 38 40 42 45 48 52 57 64 63 57 52 48
37
37
37
38
38
38
37
37
37
36
36
37
34
34
35
36
32 33 34
37 37 36 35 34 34 34 33 32 32 31 31 30
52 48 45 44 45 44 43 41 40 39 39 39 39 39 39 38 38
37 37 37 36 36 36 37 37 38 40 42 44 48 52 57 63 63 57
30
33 34 34 35 35 35 36 37 36 37 37 38 38 38 38 38 38
39 39 38 38 37 37 36 35 35 35 34 33 32 32 31 31
40
39
39
42
40
39
43
43
43
45
43
57
52
48
37 36 36 36 37 37 38 40 41 44 47 51 56 62 62
33 34 34 35 35 36 37 37 37 37 38 38 38 38 38 38 38 38 37
32 32 31 31 30
35
34
33
36
36
35
38
37
39
39
38
40
40
39
52 48 45 43 42 42 42 42 41 40 40
38 38 37 36 36 36 37 37 38 39 41 44 47 51 55 61 62 57
33 34 35 35 36 36 37 37 37 38 38 38 39 39 39 39 39
32 32 31 30
40 40 40 39 39 39 38 38 37 36 36 35 35 35 33 33
41 44 47 51 55 60 61 57 53 49 45 43 42 41 42 42 41 40
37
38
39
37
37
37
38
38
37
39
39
39
39
39
40
34 34 35 36 36 36 37 38 38 38 39 39
33
32 32 31 31
35
35
34
37
36
35
39
38
37
53 49 46 43 41 40 41 40 41 40 40 40 40 40 39 39
40 39 39 37 38 37 37 37 38 40 41 44 47 51 55 60 61 57
34 35 35 36 36 37 38 38 38 39 39 39 40 40 40 40 40
37 36 36 35 34 33 33 32 31 31
38
37
39
39
38
40
40
40
40
40
40
40
40
49 46 43 41 40 40
40 39 39 38 38 38 38 39 40 42 44 47 51 55 59 60 57 53
34 35 36 36 37 37 38 39 39 39 40 40 40 41 41 41 40 40
37 37 36 36 35 34 33 33 32 31 31
46 43 41 40 40 39 40 40 40 40 40 40 40 40 39 39 38
40 39 38 38 38 39 39 41 42 44 47 51 54 58 59 57 53 50
41
41
40
41
41
41
40
41
41
39
39
40
37
38
38
34 35 36 37
39
38
38 37 37 36 36 34 34 33 32 32 31
40
39
40
40
40
40
40
40
50 46 44 41 40 40 39 39
41 40 40 39 39 39 40 40 41 43 45 48 51 54 58 59 57 53
31
34 35 36 37 37 38 39 39 40 40 40 41 41 41 42 42 42 41
41 41 40 40 39 39 38 37 37 37 36 35 34 33 33 32
40
40
41
40
39
40
40
39
47
44
41
56
53
50
41 41 40 40 40 41 41 42 43 45 48 51 54 57 58
34 35 36 37 37 38 39 40 40 40 41 41 42 42 42 42 42 42 42
34 33 33 32 31
37
36
35
38
37
40
39
38
41
41
40
41
41
53 50 47 44 42 40 40 40 40 40 41 41
43 43 42 42 42 41 41 42 42 43 44 46 49 51 54 57 57 56
34 35 36 37 37 38 39 40 40 40 41 42 42 42 43 43 43
34 33 32 31
41 41 41 41 41 41 40 40 39 39 38 37 37 36 35 34
47 49 51 54 56 56 55 53 50 47 45 43 41 40 40 40 40
43
44
46
43
43
43
43
43
43
43
43
43
42
43
43
34 34 35 37 37 38 39 40 40 40 41 42 42
34
33 33 32 31
37
36
35
39
38
37
40
39
52 50 47 45 44 42 41 41 41 41 41 41 42 42 41 41 41
44 44 44 44 44 44 44 44 45 46 47 48 50 52 54 55 56 55
34 34 35 36 37 38 39 40 40 40 41 42 42 43 43 43 44
37 37 36 35 34 33 33 32 31
39
39
38
41
41
40
42
42
42
42
42
42
42
42
50 48 46 44 43 42
44 44 45 45 45 45 46 46 47 48 49 50 52 53 55 55 54 52
34 34 35 36 37 38 39 39 39 40 41 42 42 43 43 44 44 44
39 38 37 37 36 34 33 33 32 31 31
48 46 45 44 43 43 42 42 42 42 42 42 42 41 41 40 39
45 45 46 46 46 47 48 48 49 50 51 52 54 54 53 52 50
44
45
45
43
44
44
41
42
42
43
39
39
40
36
37
39
33 34 35 36
39
39 38 37 37 36 34 33 33 32 31 31
41
41
40
42
42
42
43
43
43
49 48 47 45 45 44 43 43
45 45 45 46 46 46 47 47 48 48 49 50 51 52 53 53 52 51
31
32 33 35 36 36 37 38 39 39 40 41 42 42 42 43 44 44 44
42 42 41 40 40 39 38 37 37 36 35 34 33 33 32 31
43
43
44
43
43
45
44
44
48
47
46
52
50
49
45 45 46 46 46 47 47 48 48 49 49 50 51 52 52
33 33 35 36 36 37 38 39 39 40 41 41 42 42 43 43 44 44 45
33 32 32 31 31
35
34
37
36
36
39
39
38
41
40
43
42
42
49 47 47 46 45 45 44 44 44 43 43
45 45 45 46 46 46 47 47 47 48 48 49 49 50 51 52 51 50
33 34 35 35 36 37 38 39 39 40 40 41 42 42 43 43 44 44
31 30 30
43 43 42 42 41 41 40 39 38 37 37 36 36 35 33 32 32
48 48 48 49 50 51 50 49 48 47 46 46 45 45 44 44 44
47
47
47
46
46
46
45
45
45
44
44
44
42
42
43
32 33 34 35 36 37 38 38 39 39 40 41 41
32
32
31 30 29
35
34
33
36
35
38
38
37
48 47 46 46 46 45 45 44 44 44 43 43 42 41 41 40 39
44 44 44 45 45 45 46 46 46 46 47 47 47 48 49 50 50 49
32 33 34 35 35 36 37 38 38 39 40 41 41 41 42 43 43
35 35 34 33 32 32 31 30 29
37
36
36
38
38
41
41
39
43
42
41
44
44
43
46 45 45 45 44
44 44 44 45 45 45 45 46 46 46 46 47 48 49 49 49 48 47
32 33 34 35 36 36 37 38 38 39 39 40 41 41 42 43 43 43 44
32 31 31 30 29
42 41 41 40 40 39 38 37 37 36 35 34 34 34 32
37
Ronald Reagan Washington National Airport
28 28 27 26 25 24
30 30 31 31 30 30 29 29 29 29 29 29 29 28
28
28 28 27 26 24 23
29
30
29
29
29
29
30
29
31 31 31 31 31
Prince George
County
Water
Jurisdictional Boundary
59
DNL Value Resulting from Use of
Advanced Navigation Technology
Changes in Noise Exposure
-3 dBA
-2 dBA
-1 dBA
0 dBA
1 dBA
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
Exhibit E-6
Changes in Noise Exposure - Advanced Navigation Departure Procedure
September 2004
DRAFT
Ronald Reagan Washington National Airport
The challenge for the Committee was to define a noise abatement alternative that would be
responsive to community concerns regarding the need to improve river corridor compliance, as soon
as possible, without limiting options for use of newer technology as it becomes available, and as
more aircraft are equipped with the advanced technology equipment. Based on research from the
FAA and the MITRE Corporation2, it was determined that most aircraft operating at the Airport are
equipped with some form of flight management system (FMS) that allows pilots to fly an RNAV
procedure. Therefore, no obvious limitations, in terms of aircraft equipment, would prevent
implementation of advanced navigation procedures for the Airport.
The intent of this option as developed by the Committee is to encourage the development of
advanced RNAV procedures that can be used by all pilots regardless of the level of advanced
navigation equipment in the cockpit of their aircraft and to lay the groundwork to continue improving
the procedures in the future. This option does not limit advanced navigation to RNAV procedures,
such as the one modeled for the noise analysis. Members of the Committee stated that RNAV
procedures are not as precise as some other advanced navigation systems, such as global positioning
systems (GPS). As more advanced navigation technologies become available and are approved by
the FAA, development and use of enhanced procedures should be encouraged. RNAV procedures
that are developed today can be converted or redesigned to meet advanced technology that may
become available in the future.
The FAA issued a moratorium on the implementation of all new RNAV procedures because of
concerns that arose from testing at other airports. This moratorium does not affect procedures that
have already been implemented, including several procedures in use at the Airport. Although it is
unknown when this moratorium will be lifted (the FAA has indicated that it should be lifted by fall
2004), an airport sponsor or airline is not prevented from developing new advanced navigation
procedures.
The advanced navigation procedures currently in use at the Airport could serve as a starting point for
developing new procedures with the cooperation of the Authority, the FAA and the Metropolitan
Washington Council of Governments’ (MWCOG) Committee on Noise Abatement and Aviation at
National and Dulles Airports (CONAANDA). Through a cooperative effort, such as a technical
working group, key stakeholders and technical experts could develop a set of procedures that would
allow pilots to follow a course that more consistently follows the river centerline and away from
residential neighborhoods. As procedures are developed, the following goals are considered
important:
•
New procedures must improve compliance with the Potomac River corridor both north and
south of the Airport.
•
To provide the maximum noise reduction benefits, the defined procedures must be applicable
to the majority of commercial aircraft operating at the Airport at the time of implementation.
•
A variety of procedures must be studied, not limited to RNAV technology, so that the best
procedure and technologies can be identified, given the equipment on aircraft operating at the
Airport.
•
All airlines must be encouraged to use the most advanced technology available.
2
Provided by analysis of Enhanced Traffic Management System (ETMS) data from Volpe National Transportation
Systems Center (VNTSC) provided under special agreement to MITRE.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-15
September 2004
DRAFT
Ronald Reagan Washington National Airport
To achieve these goals, the Committee formulated the following two-part noise abatement measure
focused on locating aircraft flight tracks more consistently over the river centerline and away from
residential neighborhoods.
To pursue the development and use of an advanced navigation procedure, (1) a technical working
group should be formed to include representatives of the Authority, ATC, FAA Flight Standards, the
airlines, ALPA, and CONAANDA. This group would develop a set of advanced navigation
procedures for use at the Airport. The working group would consider all available technologies and
identify the best practical means for keeping aircraft over the Potomac River centerline to the greatest
extent possible both north and south of the Airport. Particular attention would be paid to improving
compliance with the river corridor in the Rosslyn area. The procedure would be flight tested to
ensure practicability and effectiveness. As the procedure is being developed, (2) the Authority would
monitor the navigation equipment available on aircraft using the Airport and report on a regular basis
to CONAANDA. Because most aircraft operating at the Airport are equipped to fly using advanced
navigation procedures, it is recommended that this working group begin developing advanced
navigation procedures for departures and arrivals on Runway 19 and Runway 01. The new
procedures should be consistent for each runway (departure and arrival on Runway 01 and departure
and arrival on Runway 19) for all airlines to use.
E.5
Runway Use Changes
Runway use changes can sometimes be implemented to move aircraft overflights from noisesensitive areas to areas that are compatible with aircraft noise. Such changes are most effective when
wind conditions allow multiple runway directions to be used and large areas of compatible land uses
are available, particularly as a result of geographic features (e.g., large bodies of water, land areas not
suitable for building).
E.5.1
Rotational and Preferential Runway Use Programs
In some cases, runway use can be rotated to distribute noise to different areas around an airport. The
airspace around Ronald Reagan Washington National Airport is not conducive to rotational runway
use strategies because of other nearby aviation facilities, military operations areas (MOAs), and
restricted airspace. As rotational runway use would generate significant concerns in terms of
criterion 6 listed in Section E.2, rotational runway use was not considered for implementation as part
of this FAR Part 150 Noise Compatibility Program Update.
Preferential runway use programs can be implemented to minimize the use of runways that lead to
direct overflights of the most noise-sensitive areas, but such programs must be implemented so as not
to simply shift noise from one noise-sensitive area to another. Land use patterns in the Airport
environs make preferential runway use programs challenging in terms of effectively reducing noise
levels in certain noise-sensitive areas without generating significant noise levels in other noisesensitive areas. At the Airport, Runway 01-19 is the primary runway for air carrier jet aircraft
operations. As shown in Table E-4, 97% of air carrier jet aircraft operations occur on Runway 01-19
because of the length, navigation capabilities, and general direction of the runway and to comply
with the Potomac River corridor for noise abatement purposes. Although occasional jet operations
occur on Runways 15-33 and 04-22, directing more air carrier jet operations to those runways would
lead to significant noise exposures in noise-sensitive areas Based on Criterion 1, a new preferential
runway use program for jet aircraft operations at the Airport was not analyzed.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-16
September 2004
DRAFT
Ronald Reagan Washington National Airport
Table E-4
Calendar Year 2009 - Runway Use
Aircraft Type
Air Carrier
Commuter – Regional Jets
Commuter – Turboprops
GA – Business Jets
GA – Propeller
Total Operations by Runway
Sources:
Prepared by:
01
56%
53%
22%
40%
26%
51.4%
Percent of Operations on Runway
19
22
04
33
41%
0%
0%
2%
38%
0%
0%
7%
12%
8%
17%
24%
27%
3%
3%
18%
18%
7%
18%
17%
15
1%
2%
17%
9%
14%
36.6%
3.0%
2.0%
0.9%
6.1%
Total
100%
100%
100%
100%
100%
100.0%
Metropolitan Washington Airports Authority GEMS radar data, 2002 FAA TAF, Baseline GA Operations
Ricondo & Associates, Inc.
E.5.2
Develop a Preferential Runway Use System for Turboprop Aircraft
Under this option, when weather and traffic conditions permit, all turboprop aircraft would be
required to depart on Runway 01-19 during nighttime hours. Although there is no formal preferential
runway use program at the Airport, ATC directs all commercial jet aircraft to Runway 01-19 (the
longest runway at the Airport) unless the pilot requests a different runway. Turboprop aircraft are
typically directed to use Runway 04-22 or Runway 15-33 unless the pilot requests Runway 01-19.
To improve capacity, ATC directs slower-moving propeller-driven aircraft, including turboprops, to
Runways 04-22 and 15-33 to clear the departure path for jet aircraft. ATC has stated that, if all
turboprop aircraft were required to use Runway 01-19, controllers would have to hold a jet aircraft
departing behind a slower, propeller-driven aircraft on the runway until the slower aircraft travels far
enough so that the jet would not get too close behind the turboprop aircraft in the air before the two
aircraft could be turned on different courses or until the altitude separations were great enough to
prevent an airspace conflict. Directing turboprop aircraft to Runway 01-19 during peak air traffic
periods would greatly reduce capacity as air carrier jets would be required to wait on the ground or in
the air until the slower turboprops reach a safe altitude to turn out of the departure or arrival path.
The north/south split of operations at the Airport is 60% to the north and 40% to the south, based
predominantly on wind direction. Typically, a preferential runway use program promotes the use of a
runway that results in the least noise exposure in noise-sensitive areas.
As shown in Table E-4, turboprops operate on all three runways. Any formal program that would
require turboprop aircraft to use only Runway 01-19 would affect ATC procedures. Because
turboprops are slower than jet aircraft, ATC directs turboprop aircraft to Runways 04-22 and 15-33,
where they can be turned immediately after departure, allowing air carrier jets to depart on
Runway 01-19. Exhibit E-7 shows the existing turboprop flight paths, illustrating that turboprops
turn much sooner than air carrier jets. Even if all turboprop aircraft were directed to Runway 01-19,
they would still turn when able and they would not follow the River corridor. Therefore, requiring
turboprop aircraft to use Runway 01-19 would not provide any reductions in areas exposed to noise.
Since this option would not result in reduced noise exposure, which does not meet criterion 1 listed
in Section E.2, it was not considered for further evaluation.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-17
September 2004
DRAFT
Ronald Reagan Washington National Airport
Loudoun
County
Anne Arundel
County
495
LEGEND
Interstate Highway
Montgomery
County
Major Road
Jurisdictional Boundary
Departure Flight Tracks
Arrival Flight Tracks
495
Water
295
District of Columbia
495
City of
Falls Church
66
Arlington
County
City of
Fairfax
Fairfax
County
395
Charles County
City of
Alexandria
495
295
Prince George
County
Prince William County
95
Source:
Wyle Laboratories
Prepared by: Ricondo & Associates, Inc.
Exhibit E-7
Generalized Flight Tracks, Turboprop Aircraft - North Flow
0
3 miles
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
Ronald Reagan Washington National Airport
E.6
Operational Measures
E.6.1
Modify Departure Procedures
Several types of operational measures, in addition to changing runway use and flight tracks, can be
implemented to reduce aircraft noise exposure. By modifying departure procedures, the noise levels
associated with individual aircraft departures, particularly jet aircraft departures, can be reduced.
Under these procedures, pilots typically depart at takeoff thrust, climb as quickly as possible to a safe
altitude (usually 800 to 1,000 feet above the ground), reduce power and adjust flap settings, climb at
a lower thrust setting for a specified period, and then resume a standard climb at climb thrust. With
such a procedure, the noise levels generated by an individual jet aircraft departure are lower than if a
full-power climb to cruising altitude is followed. Most airlines already have defined standard
departure procedures intended to reduce the noise levels of individual aircraft operations for the
various aircraft types in their fleets. However, the potential exists for further reductions in noise
levels in noise-sensitive areas near the departure ends of runways if specific noise abatement
departure procedures are followed.
Historically, specific departure procedures intended to achieve noise reduction goals have been
developed and implemented at some airports. The most notable is the departure procedure
implemented at John Wayne Airport in Orange County, California, in the 1980s. The FAA,
recognizing that the first segment of the departure climb is critical in terms of flight safety, and that
departure procedures specific to individual airports could lead to too many different procedures for
pilots to follow, developed two standard noise abatement departure profiles that could be
implemented at an airport.
Pilots departing from Ronald Reagan Washington National Airport climb until reaching an altitude of
no greater than 1,500 feet before reducing power settings. Pilots are not to deviate from this
procedure (unless there is an emergency) without specific instructions to do so from ATC. A thrustcut back procedure, similar to the one flown at John Wayne Airport, would not provide any noise
reductions in noise-sensitive areas surrounding the Airport. Significant safety considerations are also
associated with this procedure, including aircraft climb rates and restricted airspace in the
Washington metropolitan area. Based on the safety considerations and lack of noise reductions
(criteria 1 and 6 as listed in Section E.2), the Committee eliminated this option from the list of
recommendations.
FAA Advisory Circular (AC) 91-53A, Noise Abatement Departure Profiles, prescribes the
parameters for two different noise abatement departure profiles (NADPs). One is intended to reduce
noise levels closer to the airport (the close-in noise abatement departure profile) and the other is
intended to reduce noise levels further from the airport (the distant noise abatement departure
profile). Each airline has developed noise abatement departure procedures for each jet aircraft in its
fleet, consistent with AC 91-53A, and submitted the procedures to the FAA to ensure that the
procedures are safe and meet the requirements of AC 91-53A.
Preliminary modeling using the INM has indicated that noise abatement departure procedures could
reduce the noise levels of individual departures by 3 to 6 dB at some airports. However, the
procedures identified for modeling the NADPs included in the INM manual can overstate the benefit
of their use and the results are not reliable for estimating overall noise reduction. Accurately
modeling the actual benefits associated with the NADPs at Ronald Reagan Washington National
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-19
September 2004
DRAFT
Ronald Reagan Washington National Airport
Airport would require a significant amount of time and significant cost. Because each airline has
developed specific NADPs for each aircraft in its fleet, it would be necessary to develop a set of
profiles for each aircraft type and for each airline. Live testing and measurement of the benefits of
the profiles can provide a more realistic means of selecting the better profile for each runway end.
The use of NADPs from the Airport’s runway ends meets all of the criteria listed in Section E.2. The
live tests could determine which NADP provides the best relief in terms of single-event noise level
reduction in noise-sensitive areas for each of the runway ends at the Airport. However, the testing of
NADPs at other airports has shown that, since most airlines currently fly one or both of these
procedures, changes in NADPs may make little perceptible difference. The cost of testing can be
significant depending on the length of time data are collected.
Airline representatives have, in some cases on a voluntary basis, worked individually with airport
sponsors to develop noise abatement departure procedures that provide even further noise reduction
than that provided by using the AC 91-53A NADPs. In the absence of extensive modeling, the actual
benefit associated with any revised departure procedure cannot be quantified. Because benefits are
anticipated to be minimal compared to the cost of modeling and testing, this option was not
recommended for further evaluation.
E.6.2
Revise Airport Facility Directory
Through the review of departure profiles at the Airport, it was determined that three separate profiles
have been used. The first is published in the Airport Facility Director (AFD), an instruction guide
used by pilots to obtain operational information at airports. This departure profile instructs pilots to
climb to an altitude of 1,500 feet, reduce power to a climb rate of 500 feet per minute, and then
maintain the reduced power settings until reaching the 10 DME point.
The second profile is actually flown by aircraft today. The AFD was written in the 1970’s when
aircraft performance was not as high as it is today. Currently, pilots typically take off from the
Airport and climb at full takeoff power until reaching an altitude of no greater than 1,500 feet before
reducing power settings. However, due to improvements in aircraft performance, a faster climb rate
than the 500 feet per minute (as specified in the AFD) is maintained at a reduced power setting. Pilot
representatives reported that, for their aircraft, the combination of reduced power and higher climb
rate results in an even lower noise impact overall because aircraft gain altitude more quickly.
The third profile is based on modifications to procedures that were implemented after September 11,
2001, when aircraft operations resumed. This temporary procedure had pilots using a full-power
climb to enable aircraft to leave the area more quickly. A number of residents stated that they noticed
increased noise levels during this brief period.
To assess relative noise exposure of the three climb profiles, the procedures were all modeled using
the INM. The purpose was to identify which procedure resulted in the least noise exposure in
surrounding communities. Single event noise contours for various common aircraft types were
compared. Contours were prepared in terms of Sound Exposure Level (SEL), a noise metric that
represents the total sound energy of a single noise event and accounts for the intensity and the
duration of the event. This supplemental metric provides an opportunity to review different
departure profiles and display the relative noise effects of each. Exhibit E-8 provides 80 dBA SEL
contour sets for three aircraft types serving the Airport, with each aircraft using the three different
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-20
September 2004
DRAFT
Ronald Reagan Washington National Airport
Total Acres Within Outer Contour
Aircraft
737-300
DC-9-50
A319
Boeing
737-300
McDonnell Douglas
DC-9-50 (hushkitted)
Acres
3,877
12,688
2,442
Airbus
A319
Note: Contours are 80 dBA SEL
Runways
As Published in the Airport Facility Directory
As Currently Flown
Maximum Takeoff and Climb Power
Source:
Wyle Laboratories
Prepared by: Ricondo & Associates, Inc.
Not to Scale
FAR Part 150 Noise Compatibility Program Update
SOUND EXPOSURE LEVEL (SEL)- SEL is a time-integrated
measure, expressed in A-weighted decibels (dBA), of the sound
energy of a single noise event. The sound level is integrated over the
period that the level exceeds a threshold to account for
the duration of the sound. SELs for aircraft noise events
depend on the location of the aircraft, the type of the operation
(arrival, departure, or overflight), and the type of aircraft.
Exhibit E-8
Single Event Noise Contours
September 2004
DRAFT
Ronald Reagan Washington National Airport
procedures. The modeled aircraft included the Boeing 737-300, the Airbus A319 and the McDonnell
Douglas DC-9-50 (two of the most frequently used commercial aircraft and one of the loudest
commercial aircraft operating at the Airport).
After reviewing the noise contours resulting from use of the three departure procedures, it was
determined that the procedure resulting in the least noise exposure is the procedure being flown by
pilots currently. Because the AFD does not contain language to reflect current operations, and in
order to eliminate any possible confusion, it is recommended that the AFD be modified to specify
that pilots use take off power until reaching 1,500 feet, then reduce power and climb as directed by
ATC.
Another revision to the AFD could reduce the number of aircraft that turn on or off the river
corridors early and specify which procedure is to be used to follow the river corridor. This revision
is primarily an administrative change that would avoid confusion with pilots departing from the
Airport. The AFD indicates that the existing noise abatement procedures are defined in terms of the
type of flight plan being filed, whether Visual Flight Rules (VFR) or Instrument Flight Rules (IFR),
rather than in terms of the actual weather conditions. By updating the AFD to define the noise
abatement procedures in terms of Visual Meteorological Conditions (VMC) and Instrument
Meteorological Conditions (IMC) rather than VFR and IFR, use of the visual approach path along the
river corridor could be enhanced. The purpose of this option is not to change existing procedures, but
to improve conformance with existing procedures. The requested revisions would be submitted to the
FAA for its review and approval to change the AFD.
E.6.3
Modify Arrival Procedures
Arrival procedures can also be modified to reduce noise levels associated with individual aircraft
operations. Approach procedures that have been tried for noise abatement purposes include the
minimal use of flaps to reduce power settings and airframe noise, two stage descent profiles, and the
use of increased approach angles. Most of these procedures are no longer regarded favorably in the
industry and some have been found to increase noise because of additional power applications that
are required to arrest high angles of descent.
The typical approach slope used by ATC/pilots includes a three-degree glide slope to the touchdown
point on the runway. In some cases, a steeper approach slope can be used to place aircraft at higher
altitudes over noise-sensitive land uses on their approach to an airport. Such changes in approach
slopes typically are not great enough to cause a significant change in noise exposure, especially in
areas closer to the airport. Such changes can also affect the margin of safety of aircraft approaches
because they require that the aircraft be landed at more than optimal approach speed.
E.6.4
Continuous Descent Approach
A continuous descent approach (CDA) is an experimental procedure that pilots can use on approach
to an airport. CDAs are designed to allow a slow, gradual descent at reduced engine power settings
starting at higher altitudes and greater distance from the airport. The purpose of a CDA is to reduce
maneuvering and the changes in air speed at lower altitudes that are typical of the standard approach
path, but which increase noise. A CDA provides for the sequencing of aircraft at higher altitudes and
further away from the airport, then allows the aircraft to descend gradually, with virtually no level
flight that would require increased engine power settings, which increase noise.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-22
September 2004
DRAFT
Ronald Reagan Washington National Airport
Under current procedures, aircraft are assigned altitudes by ATC in stages as they arrive at an airport.
A CDA is a gradual constant descent, eliminating the series of altitude stages. Studies of CDA
procedures at other airports have shown a significant reduction in noise exposure compared to
existing approach procedures. CDA has been successful at airports with lower air traffic volume, no
obstacles with terrain or airspace limitations, and with fairly simple straight-in arrival approaches.
However, this procedure is difficult to implement in a complex ATC environment where constant
speed and altitude assignments are used by air traffic controllers to safely separate aircraft under their
control. By implementing a CDA, ATC loses the ability to safely and efficiently sequence arriving
aircraft on approach to an airport. At Ronald Reagan Washington National Airport, the airspace is
shared with arrivals for two major international airports and several general aviation airports and
contains military operations areas and restricted airspace. As a result, the airspace and routes are
insufficient to allow ATC to safely and efficiently sequence aircraft to the Airport on a CDA. Use of
such an approach procedure could require controllers to hold aircraft both on the ground and in the
air, while waiting for an aircraft on CDA to land at the Airport. This requirement would decrease
airfield capacity and generate aircraft delay not only at the Airport, but also at the surrounding
airports in the Washington metropolitan area.
Pilots operating jet aircraft at the Airport have indicated that the approach procedures used by most
airlines require pilots to approach the Airport at the highest altitude possible, while still descending
to land at the Airport.
A CDA does not meet criterion 6 listed in Section E.2 to maintain the safe, efficient, and orderly
operation of aircraft at the Airport. Therefore, the Committee did not pursue use of a CDA.
E.6.5
Restrict Aircraft Type/Size
At some airports, operational restrictions have been placed on certain types of aircraft. The
restrictions typically are based on preventing the loudest aircraft in the fleet from operating at the
airport, thereby preventing the high single-event noise levels of these aircraft from affecting airport
neighbors. However, a critical component of the Airport Noise and Capacity Act of 1990 (ANCA)
was the inclusion of a procedure that airport sponsors must follow to restrict aircraft operations after
October 5, 1990. In addition to requiring the phase out of the louder FAR Part 36 Stage 2 aircraft
from airline fleets, ANCA made the process of restricting the operation of aircraft that meet federal
aircraft noise standards at a particular airport more difficult than it had been prior to the passage of
the law. FAR Part 161, Notice and Approval of Airport Noise and Access Restrictions, implements
the portion of ANCA that restricts airport sponsors from placing new restrictions on aircraft
operations.
The Committee considered restricting certain types of aircraft operations at the Airport. However,
after further discussion, it was decided that the process of meeting the requirements of FAR Part 161
to restrict operations would prove costly and difficult.
A member of the public commented that, if larger aircraft were flown on a less frequent basis, noise
exposure may be reduced. Additionally, if smaller and quieter aircraft were flown, then noise
exposure may be reduced. The size of an aircraft is not necessarily representative of the level of
noise it generates. Some smaller aircraft can generate higher noise levels than larger jet aircraft (a
Lear 25 business jet generates more noise than a Boeing 757). The projected fleet mix at the Airport
for 2009 indicates that some larger jets would be replaced with smaller regional jets. No widebody
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-23
September 2004
DRAFT
Ronald Reagan Washington National Airport
aircraft currently operate at the Airport, nor are any projected to operate at the Airport in the future.
The largest aircraft operating at the Airport is a Boeing 757 narrowbody.
To restrict the size of aircraft, the Authority would have to conduct and receive FAA approval of an
FAR Part 161 study. Because an FAR Part 161 study would be required, the Committee chose not to
carry this option forward for further evaluation.
E.6.6
Review Helicopter Operations
Helicopter activity at the Airport is limited to military or law enforcement. More than 90% of the
helicopter operations in the Washington metropolitan area are military and law enforcement
operations. These operators fly along recommended routes for helicopters operating in the area.
All military and law enforcement operations are under the control of the FAA and the Department of
Defense, and the Authority has no jurisdiction over their procedures.
This FAR Part 150 Update only addresses operations at Ronald Reagan Washington National
Airport. Because there are minimal helicopter operations at the Airport, concerns with these
operations should be addressed by the Metropolitan Washington Joint Helicopter Advisory Group.
This group meets periodically to discuss the study that should address helicopter issues in the
Washington metropolitan area. Because helicopter issues will be covered in the helicopter study, this
option was not carried forward for further evaluation.
E.6.7
Restrict Time of Day or Noise Levels
As mentioned previously, at some airports, operational restrictions have been placed on certain types
of aircraft. The restrictions typically are based on preventing the loudest aircraft in the fleet from
operating at the airport, thereby preventing the high single-event noise levels of these aircraft from
affecting airport neighbors. However, a critical component of the Airport Noise and Capacity Act of
1990 was the inclusion of a procedure that airport sponsors must follow to restrict aircraft operations
after October 5, 1990. In addition to requiring the phase out of the louder FAR Part 36 Stage 2
aircraft from the airline fleets, ANCA made the process of restricting the operation of aircraft that
meet federal aircraft noise standards at a particular airport much more difficult than it had been prior
to the passage of ANCA. FAR Part 161, Notice and Approval of Airport Noise and Access
Restrictions, implements the portion of ANCA that restricts airport sponsors from placing new
restrictions on aircraft operations.
Examination of a nighttime curfew at the Airport received much attention during the public meetings
in June 2003, and in written public comments subsequent to the meetings. Many of the comments
requested that the curfew be strengthened and enforced, which reflected a popular misunderstanding
of the existing noise abatement measure. Currently, there is no nighttime curfew at the Airport, but
there are noise level restrictions on the aircraft types that may operate after 10:00 p.m. and before
7:00 a.m. The noise level restrictions specify that only aircraft with FAA Part 36 certified effective
perceived noise levels at or below 85 dBA on approach or 72 dBA on departure may operate between
10:00 p.m. and 7:00 a.m. Operators that violate these restrictions are subject to a civil penalty not to
exceed $5,000. Aircraft that are scheduled to arrive prior to 10:00 p.m. and receive clearance for
final approach before 10:30 p.m. are not fined.
The process of meeting the requirements of FAR Part 161 to restrict operations would prove costly
and extremely difficult based upon historical evidence. As of the date of this report, only the sponsor
of Naples Municipal Airport had successfully completed the FAR Part 161 process, but this process
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-24
September 2004
DRAFT
Ronald Reagan Washington National Airport
is currently under litigation and subject to pending court ruling. In addition, undertaking an FAR
Part 161 study could jeopardize the existing noise level limits. The existing limits were based on
sleep disturbance research data and the only way to make the restrictions more stringent would be to
demonstrate that new sleep research data yield different results. Recent research into sleep
disturbance does not suggest the need for a lower noise threshold. As shown, there are currently no
residents within the area exposed to DNL 65 and higher. Because FAA review and evaluation of
FAR Part 161 results is typically based on noise benefits within the areas exposed to DNL 65 and
higher, such a study would not likely result in a favorable FAA finding. Further examination of the
noise level restrictions could result in an appeal of the existing noise level restrictions. An appeal
may result in unfavorable changes to the current restrictions, which are already stringent.
Although approval of a nighttime restriction is not necessarily favorable, the potential noise
reductions that could result from a nighttime curfew were analyzed by eliminating the nighttime
operations and redistributing them during daytime hours. A contour was generated using the INM to
show the effects of implementing a nighttime curfew. Table E-5 shows that there would still be no
population exposed to DNL 65 and higher after introducing the curfew. Exhibit E-9, noise exposure
map with land use and Exhibit E-10, noise exposure map on an aerial map, shows a slight decrease
in the area exposed to DNL 65 and higher. Exhibit E-11, the noise exposure grid map, displays the
DNLs surrounding the Airport and the noise exposure differences, showing minor reductions in noise
outside the area exposed to DNL 65 and higher.
Table E-5
Comparison of Noise Exposure with and without a Nighttime Curfew
DNL
75 +
70 – 75
65 – 70
Total 65 +
Sources:
Prepared by:
Land Area Exposed to Aircraft Noise (acres)
FAA TAF GA
with a Nighttime Curfew
240
195
149
152
166
160
555
507
Geotrack, on the basis of land use data provided by local government jurisdictions and the U.S. Department of Commerce,
Bureau of the Census, Census 2000. Contours developed by Wyle Laboratories.
Ricondo & Associates, Inc.
Nighttime operations account for a small percentage of total operations at the Airport. Table E-6
shows that, in 2009, only 7.7% of departures and 7.5% of arrivals are expected to occur between
10:00 p.m. and 7:00 a.m.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-25
September 2004
DRAFT
FR
EN
IA
AV
E
AC
District of Columbia
IDA
ST
M ST NW
OR
LEGEND
O
FL
W
Y
Ronald Reagan Washington National Airport
AN
Interstate Highway
Jurisdictional Boundary
Roo
STATE HW Y 237
s eve
lt M
to
ria
e
nM
ria
mo
l Br
id
CONSTIT UTION AVE NE
Major Road
ge
Noise Exposure Contours (expressed in DNL)
Generalized Existing Land Use
e
idg
Br
em
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ial
M
M
as
au
am
be
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IA
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E
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Industrial
2 44
Government
Parks and Recreation
DNL 70
Fairfax County
A LA
BA
SE
AVE
MA
Ronald Reagan Washington National Airport
Water
DNL 65
SE
MI
NA
RY
Prince George
County
RD
495
AT
E
00
HW
Y
295
Bridge
Woodrow Wilson Memorial
Source:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
0
1 miles
FAR Part 150 Noise Compatibility Program Update
STATE HWY 210
STATE
ST
HW Y 4
City of
Alexandria
41
4
395
DNL = Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed in
A-weighted decibels (dBA) and represents the average noise
level over a 24-hour period. In calculating DNL, the average
sound level for each hour during the nighttime period
(10:00 p.m. to 7:00 a.m.) is increased by a 10-decibel weighting
penalty.
Exhibit E-9
Noise Exposure Contours over Land Use - Nighttime Curfew
September 2004
DRAFT
FR
EN
E
LEGEND
AN
AC
AV
IA
IDA
M ST NW
ST
OR
O
FL
District of Columbia
W
Y
Ronald Reagan Washington National Airport
se
Roo
STATE HW Y 237
rial B
Jurisdictional Boundary
e
ridg
CONSTIT UTION AVE NE
v
in
l
ria
mo
Me
n
o
gt
Bri
dg
Noise Exposure Contours (DNL)
e
65-70 dBA
70-75 dBA
Br
idg
e
em
or
ial
on
M
M
as
au
ve
ha
r
mb
e
rg
e
SY
LV
AN
IA
AV
ES
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
E
e
Ri
g
rid
Ro
c
75+ dBA
NN
lB
15
ti
a
19
s
co
An
a
44
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22
33
Fairfax
County
A LA
04
S
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E
AV
A P
T
E
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ia
or
Ge
o
m
Me
HW
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MI
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STA
Do
Arlington
County
i ck
er
M
em
or
ia
66
ed
Fr
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rid
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Arl
emo
elt M
Interstate Highway
BA
AVE
MA
SE
01
4
41
Y
295
STATE
HW Y 4
City of
Alexandria
495
HW
RD
E
RY
AT
MI
NA
ST
SE
00
395
Potomac Rive r
Prince George
County
e
Woodrow Wilson Memorial Bridg
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
Exhibit E-10
Noise Exposure Contours over Aerial Photograph - Nighttime Curfew
0
1 mile
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
Ronald Reagan Washington National Airport
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38 38
38 37
39 38
38 38
41 40
40 39
39 39
42 42
42 42
42 41
47 44
44 42
42 42
61 55
55 51
51 47
50 55
55 60
60 61
40 43
43 46
46 50
35 36
36 38
38 40
35 35
35 36
36 35
36 35
35 35
35 35
37 37
37 37
37 36
37 37
37 37
37 37
36 37
37 37
37 37
35 35
35 36
36 36
33 34
34 34
34 35
32
32 32
32 33
33 33
30 29
29 28
28
31 31
31 30
33 33
33 31
31 31
34
33
33
35
34
33
36
36
35
37
36
36
38
37
38
38
38
38
38
38
38
38
39
39
38
40
39
39
41 41
41 41
41 40
42 41
41 41
51 47
47 44
44 42
59 60
60 55
55 51
46 50
50 54
54 59
38 40
40 43
43 46
36 35
35 36
36 38
35 35
35 36
36 36
37 37
37 36
36 35
38 37
37 37
37 37
37 37
37 37
37 37
37 38
36 36
36 36
36 37
34 34
34 35
35 36
32 33
33 34
34 34
29 29
29
32
32 32
31 30
30 29
33 32
32 31
31 31
34 34
34 34
34 33
36 35
35 34
38 37
37 36
36 36
38 38
38 38
38 38
39
39
38
39
39
39
40
39
40
40
40
41
40
40
40
41
44
42
40
47
44
42
56
51
47
60
56
51
50 54
54 59
59 60
40 43
43 46
46 50
36 37
37 38
38 40
36 36
36 36
36 36
37 37
37 35
35 36
38 37
37 38
38 37
37 38
38 38
38 38
37 38
38 38
38 37
36 36
36 36
36 37
33 34
34 34
34 35
35 36
32
32 32
32 33
30 30
30 29
29
32 31
31 31
31 30
33
32
34
33
35
34
34
36
35
34
37
36
36
37
37
36
38
38
37
38
38
39
38
39
39
38
39 39
39 39
39 39
39 40
40 39
39 39
45 42
42 40
40 39
56 51
51 48
48 45
58 59
59 56
46 49
49 54
54 58
38 40
40 43
43 46
36 36
36 37
37 38
37 37
37 36
36 36
38 38
38 38
38 37
39 39
39 39
39 38
38 38
38 38
38 38
38 39
37 37
37 38
38 38
35 35
35 36
36 37
33 34
34 34
34 35
30 29
29
32
32 33
31 30
30 30
33 32
32 32
32 31
36 35
35 34
34 33
37 36
36 36
38 38
38 37
37 37
39
38
38
39
39
38
39
39
39
39
39
39
39
39
39
39
39
39
39
39
40
39
45
42
40
48
45
42
58 55
55 52
52 48
49 53
53 57
57 58
41 43
43 46
46 49
37 37
37 39
39 41
37 37
37 37
37 37
39 38
38 38
38 37
39 39
39 39
39 39
39 39
39 39
39 39
38 39
39 39
39 39
36 37
37 38
38 38
38 38
34 35
35 36
36 36
29
33
33 33
33 34
30 29
29 29
32
31
30
32
32
31
35
34
32
35
35
34
36
35
36
36
37
37
36
38
37
37
39
38
38
39
39
38
39 39
39 39
38 39
39 39
39 39
39 39
39 38
38 38
45 42
42 40
40 39
55 52
52 48
48 45
53 57
57 58
58 55
43 46
46 49
49 53
38 39
39 41
41 43
37 38
38 37
37 38
39 38
38 38
38 37
39 39
39 39
39 39
40 39
39 40
40 39
39 39
39 39
39 40
38 38
38 38
38 39
36 36
36 37
37 38
33 33
33 34
34 35
35 36
30 29
29
33
32 31
31 31
31 30
34 33
33 32
36 35
35 35
35 34
37 37
37 36
36 36
38
37
38
38
39
39
38
39
39
39
39
39
39
38
39
39
38
38
38
39
38
38
40
38
39
42
40
38
48 45
45 42
57 55
55 51
51 48
49 53
53 56
56 57
42 44
44 46
46 49
38 39
39 40
40 42
39 38
38 39
39 38
40 40
40 39
39 39
40 40
40 40
40 40
39 40
40 40
40 40
40 40
38 39
39 39
39 39
36 37
37 38
38 38
34 35
35 36
36 36
29
33
31
30
29
33 33
33 34
31
30
32
32
33
32
32
35
35
33
35
35
35
37
36
35
37
36
38 38
38 37
37
39 39
39 39
39 38
39 39
39 39
39 39
38 38
38 39
39 39
39 37
37 38
45 42
42 40
40 39
54 51
51 48
48 45
53 55
55 56
56 54
44 47
47 50
50 53
40 41
41 42
42 44
39 40
40 39
39 40
41 39
39 40
40 39
41 41
41 40
40 41
40 41
41 41
41 41
39 40
40 40
40 40
38 38
38 39
39 39
35 36
36 36
36 38
38 38
33 33
33 34
34 35
30 29
29
33
32 32
32 31
31 30
35
35 33
33 32
36
35
36
36
35
37
37
36
38
37
37
39
39
38
39
39
39
39
39
39
39
39
39
39
39
39
39
39 39
39 39
39 39
43 41
41 39
39 39
51 48
48 45
45 43
55 55
55 54
54 51
50 53
53 55
43 45
45 47
47 50
41 41
41 42
42 43
41 41
41 41
41 41
42 42
42 41
41 41
41 41
41 42
42 42
42 42
40 40
40 41
41 41
39 39
39 39
39 40
37 38
38 38
38 39
34 35
35 36
36 37
29
32
32 33
33 34
32 31
31 30
30 29
33 32
32 32
36 35
35 35
35 33
38 37
37 36
36 36
39 39
39 38
40 40
40 40
40 39
39
40
40
39
39
40
39
39
39
39
39
39
40
39
39
40
39
43
41
46
43
41
51
48
46
53
51
48
52 54
54 55
55 53
46 48
48 50
50 52
42 43
43 44
44 46
41 42
42 42
42 42
42 42
42 41
41 41
42 42
42 42
42 42
41 41
41 42
42 42
40 40
40 41
41 41
38 38
38 39
39 39
39 40
35 36
36 36
36 38
32 33
33 34
34 35
30 29
29
32
32 32
32 31
31 30
35
33
32
35
35
33
36
35
37
36
38
37
37
39
38
37
40
39
39
40
40
39
40
40
40
40
40
40
40 40
40 40
40 40
40 39
39 40
44 42
42 41
41 40
51 48
48 46
46 44
54 54
54 53
53 51
49 50
50 52
52 54
44 46
46 47
47 49
43 43
43 44
44 44
43 42
42 43
43 43
42 43
43 43
43 43
42 42
42 42
42 42
40 41
41 41
41 42
38 39
39 40
40 40
36 38
38 38
38 38
33 34
34 35
35 36
36 36
29
32
32 33
31 31
31 30
30 29
33 32
32 31
36 35
35 35
35 33
38 37
37 36
36 36
40 39
39 39
39 38
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
42
41
40
43
42
41
46
44
43
48
46
44
52 50
50 48
52 53
53 53
53 52
48 49
49 50
50 52
45 46
46 47
47 48
44 44
44 44
44 45
43 43
43 43
43 44
42 43
43 43
43 43
41 41
41 42
42 42
42 42
39 39
39 40
40 41
38 38
38 38
38 39
35 35
35 36
36 38
32 33
33 34
34 35
31 29
29 29
29
32
31
31
32
31
34
33
32
35
34
33
36
36
35
37
36
36
38
37
39
38
40
39
39
40
40
39
41 41
41 40
40 40
41 41
41 41
41 41
42 41
41 41
45 43
43 42
42 42
50 48
48 46
46 45
52 52
52 51
51 50
49 50
50 51
51 52
46 47
47 48
48 49
45 45
45 46
46 46
44 44
44 44
44 45
43 43
43 44
44 44
42 42
42 43
43 43
40 41
41 41
41 42
38 39
39 39
39 40
35 36
36 37
37 38
38 38
32 34
34 34
34 35
29
31
31 32
31 30
30 29
29 29
34 32
32 31
31 31
35 35
35 34
38 37
37 36
36 35
39
39
38
40
39
39
41
40
40
41
40
41
41
41
41
41
42
41
41
42
42
41
43
42
42
44
43
42
48 46
46 45
45 44
51 51
51 49
49 48
49 50
50 51
51 51
48 48
48 49
46 47
47 47
47 48
45 45
45 46
46 46
43 44
44 44
44 44
44 45
42 43
43 43
43 43
40 41
41 42
42 42
39 39
39 40
40 40
37 38
38 38
38 39
35 35
35 36
36 37
31
29
29
31 32
32 33
33 35
30
29
29
31
31
30
31
31
34
32
35
34
32
36
35
35
37
36
35
38 37
37 37
40 40
40 39
39 38
41 41
41 41
41 40
42 42
42 42
42 41
44 43
43 42
42 42
45 44
44 44
49 47
47 46
46 45
50 51
51 50
50 49
48 48
48 49
49 50
47 47
47 47
47 48
45 46
46 46
46 47
44 44
44 45
45 45
43 43
43 44
44 44
42 42
42 43
43 43
40 40
40 41
41 42
38 38
38 38
38 39
39 40
35 36
36 37
37 38
32 33
33 34
34 35
29 28
28
31
31 32
30 30
30 29
34 32
32 31
31 30
34
34
34
35
34
34
36
35
37
36
39
38
37
39
39
38
41
40
39
41
41
40
42
41
41
42
41
43 42
42 42
42
44 44
44 43
43 43
47 46
46 45
45 44
50 49
49 48
48 47
48 49
49 49
49 50
47 47
47 47
47 48
45 46
46 46
46 47
44 45
45 45
45 45
43 44
44 44
44 44
42 42
42 43
43 43
40 41
41 41
41 42
38 39
39 40
40 40
37 37
37 37
37 38
33 34
34 35
35 36
36 37
32
32 32
32 33
30 28
28 28
28
32 30
30 30
30 30
34 33
33 32
36 35
35 34
34 34
38 37
37 37
37 36
40 39
39 38
40
40
40
41
40
40
42
42
41
43
42
42
43
43
43
44
43
43
45
44
44
45
45
44
47
46
45
47
46
49 49
49 48
48
46 47
47 48
48 49
46 46
46 46
46 46
45 45
45 45
45 46
44 44
44 44
44 45
43 43
43 43
43 44
40 41
41 42
42 42
42 43
38 39
39 40
40 40
37 37
37 38
38 38
34 35
35 36
36 37
32 33
33 34
34 34
28 27
27
31
30
31 32
30 29
29 28
31
30
33
31
30
34
33
33
34
34
33
36
35
34
36
35
37
37
38
37
37
40
39
38
40
40
39
42 42
42 41
41 40
43 42
42 42
44 44
44 43
43 43
46 45
45 44
44 44
48 47
47 47
47 46
46 47
47 48
48 48
45 45
45 46
46 46
44 45
45 45
45 45
44 44
44 44
44 44
43 43
43 43
43 44
41 42
42 42
42 43
39 40
40 41
41 41
38 38
38 39
39 39
35 36
36 37
37 37
37 38
33 34
34 34
34 35
27
30
30 31
31 33
29 28
28 27
31 30
30 30
30 29
33 33
33 31
35 34
34 33
33 33
38 37
37 36
36 35
35 35
42 41
41 40
40 40
40 39
39 39
39 38
43 43
43 43
43 42
42 42
42 42
47 47
47 46
46 45
45 44
44 44
44 43
44 44
44 45
45 45
45 46
46 47
47 47
31 32 33 34 34 35 36 37 37 37 38 38 39 40 40 41 41 42 42 42 43 43 43 44
44 44
44 44
44 44
44 44
34 33 33 32 31 30 30 29 28 27
43 43 43
34 34 35 36 37 37 37 38 38 39 40 40 41 41 42 42 42
LEGEND
Interstate Highway
Major Road
District of Columbia
City of
Falls Church
Arlington
County
Fairfax
County
City of
Alexandria
Sources:
Wyle Laboratories and AirPhoto USA
Prepared by: Ricondo & Associates, Inc. and Geotrack, Inc.
Prince George's
County
Water
Jurisdictional Boundary
59
DNL Value Resulting from a Nighttime Curfew
Changes in Noise Exposure
-3 dBA
-2 dBA
-1 dBA
0 dBA
DNL= Day-Night Average Sound Level - A metric used to
describe the existing and predicted cumulative noise exposure
for communities surrounding the Airport. DNL is expressed
in A-weighted decibels (dBA) and represents the average
noise level over a 24-hour period. In calculating DNL,
the average sound level for each hour during the
nighttime period (10:00 p.m. to 7:00 a.m.) is increased
by a 10-decibel weighting penalty.
Exhibit E-11
Changes in Noise Exposure - Nighttime Curfew
0
2 miles
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
Ronald Reagan Washington National Airport
Table E-6
Future Year 2009 - Day versus Night Split
Time of Day
Arrivals
Departures
Note:
Type of
Operation
Day
Night
Air
Carrier
92.1%
7.9%
Day
Night
92.9%
7.1%
Percent of Operations by Aircraft Type
Regional
Regional
GA
Jet
Prop
Prop
GA Jet
92.4%
94.7%
94.5%
93.0%
7.6%
5.3%
5.5%
7.0%
89.0%
11.0%
97.1%
2.9%
93.2%
6.8%
95.0%
5.0%
Average
92.5%
7.5%
92.3%
7.7%
Day = 7:00 a.m. – 10:00 p.m.; Night = 10:00 p.m. – 7:00 a.m.
Sources:
Metropolitan Washington Airports Authority, GEMS radar data, FAA TAF GA Operations
Prepared by: Ricondo & Associates, Inc.
To establish a nighttime curfew, the Authority would have to conduct and receive FAA approval of
an FAR Part 161 study. Instituting a curfew could have economic effects on Airport users. The late
night and early morning arrivals allow business travelers to put in a full day’s work without incurring
the expense of staying an additional night out of town. The early morning departures between 6:00
a.m. and 7:00 a.m. allow locally based business travelers to arrive at their destination and put in a full
day’s work. Because an FAR Part 161 study would be required, and it is highly unlikely that the
FAA would approve a total nighttime curfew, the Committee chose not to recommend this option for
further evaluation.
E.7
Ground Operations or Development Measures
Ground run-up enclosures and the appropriate locations for conducting ground run-ups can be
effective means of reducing noise in an airport environs related to aircraft maintenance operations
and associated engine testing. These areas are typically enclosed with blast fences and acoustical
walls to limit noise transmission. Additionally, noise barriers have proven effective at other airports
in reducing noise associated with the beginning of departure roll. However, the benefits for such
operations on any given runway end in noise-sensitive areas must be considered on a case-by-case
basis. The actual benefits realized are affected by:
•
The distance from the departure end of the runway to noise-sensitive land uses. Typically,
the greatest benefit is realized in areas closest to the runway end. At distances farther from
the runway end and, therefore, the noise barrier, the noise that travels over the barrier will
still reach ground level.
•
The topography of the area affected by noise from the departure roll. If the ground elevation
increases farther away from the runway end, the effects of the noise barrier are reduced.
Likewise, the benefit may be increased if the ground elevation decreases moving away from
the runway end.
•
The aircraft fleet mix operating at the airport. The locations of the engines on the aircraft can
affect the effectiveness of the noise barriers. For example, the engines on Boeing 737 aircraft
are below the wing and, therefore, close to the ground. The engines on DC-9 aircraft,
however, are on the tail of the aircraft, farther from the ground. The noise barrier would
typically be more effective at reducing noise from the Boeing 737 than the DC-9 because of
the location of the engines relative to the height of the noise barrier.
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-29
September 2004
DRAFT
Ronald Reagan Washington National Airport
•
The location and height of the noise barrier. The noise barrier may be more or less effective
depending on its location and height relative to the end of the runway. The barrier must not
be constructed to a height that would result in an obstruction to aircraft operations.
Conversely, the higher the barrier, the more effective it may be in terms of reducing noise
levels in noise-sensitive areas around the Airport.
Ground engine run-ups occur when maintenance is required on an aircraft, and the aircraft engines
need to be tested for an extended period of time to ensure engine safety. Because engine run-ups are
often loud and occur at night, airport sponsors write their own policies regarding run-ups. Current
policies for engine run-ups at the Airport are specified in the Authority’s Orders and Instructions
Document DCA 2-4-1C, enacted on December 22, 1995, and Part 3 – Aircraft Rules, Chapter II –
Aircraft Operations, in the Authority’s Regulations. DCA 2-4-1C instructs aircraft operators to
perform engine run-ups above idle power at the hold blocks of Runway 22 and Runway 33. Run-ups
above idle power may only be performed between 7:00 a.m. and 10:00 p.m. after the airline has
contacted the Airport Traffic Control Tower for permission.
As shown on Exhibit E-12, current procedures at the Airport restrict nighttime engine run-ups.
Because existing policies and procedures prohibit such nighttime engine run-ups, this option was not
carried forward for further action. According to Airport Noise Office staff, there have been no noise
complaints related to engine run-ups at the Airport.
E.8
Management Measures
Certain management measures can be implemented at airports to monitor aircraft noise exposure, the
effects of noise exposure, and the implementation of noise abatement measures. For instance, the
collection and recording of noise complaint data through a noise hotline, which is currently being
done at the Airport, or a website is one option that can be implemented. The Authority has
participated in a standing committee, the Metropolitan Washington Council of Governments’
(MWCOG) Committee on Noise Abatement and Aviation at National and Dulles Airports
(CONAANDA), which monitors aircraft noise exposure and the implementation of noise abatement
and mitigation measures.
As part of this FAR Part 150 Noise Compatibility Program Update, several management measures
were considered. The merits of enhancing the already existing permanent aircraft noise and
operations monitoring system were discussed. Monitoring the implementation of certain types of
measures requires the continual collection of data regarding the noise levels of individual aircraft
operations and the trajectories (flight paths and altitude profiles) of individual aircraft operations.
Such data can be collected using a permanent aircraft noise and operations monitoring system, which
can be used to measure:
•
•
•
•
•
•
Individual aircraft noise levels
The aircraft type for specific operations
Runway use
Flight track definition and use
Aircraft altitude and speed profiles
Daily and annual DNLs at various locations around the Airport
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-30
September 2004
DRAFT
Ronald Reagan Washington National Airport
Source:
Metropolitan Washington Airports Authority Orders and Instructions Document DCA 2/4/1/C
Prepared by: Ricondo & Associates, Inc.
Exhibit E-12
Metropolitan Washington Airports Authority
Engine Run-Up Policy
FAR Part 150 Noise Compatibility Program Update
September 2004
DRAFT
Ronald Reagan Washington National Airport
Such ongoing information at the Airport would be valuable in terms of monitoring:
•
•
•
•
Cumulative and individual aircraft noise levels
Runway use
Noise abatement departure profile use
Noise abatement flight track use
The cost of this system could be approximately $3,000,000 for design and installation depending on
the features included and the number of noise monitors. Upgrades to the permanent noise monitoring
system would provide valuable information to the Authority regarding noise levels in the Airport
environs, and in monitoring compliance with noise abatement measures.
Other means to promote further compliance with noise abatement measures and to promote
reductions in aircraft noise levels that were discussed by the project team included:
•
Enhancing pilot awareness regarding the locations of noise-sensitive land uses and noise
abatement measures in place at the Airport.
•
Establishing a voluntary phase-out of hushkitted Stage 3 aircraft through discussions with
airlines and the Air Transport Association.
•
Establishing a system to report airline compliance with noise abatement measures.
•
Enhancing the noise complaint response system.
These measures have the potential to further reduce noise exposure in the Airport environs and they
are therefore recommended for inclusion in the Noise Compatibility Program (see Section VI).
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Abatement Options
E-32
September 2004
DRAFT
Ronald Reagan Washington National Airport
Appendix F
Evaluation of Noise Mitigation Options
F.1
Introduction
Following implementation of the most favorable noise abatement measures described in Appendix E,
high levels of aircraft noise are still expected to occur over areas developed with noise-sensitive land
uses. Noise mitigation measures are designed to mitigate aircraft noise exposure, i.e., reduce or
minimize the existing or planned noise-sensitive land uses exposed to significant aircraft noise.
This appendix describes several options for noise mitigation and provides an evaluation of their
applicability to Ronald Reagan Washington National Airport and its environs. The measures that
were evaluated were (1) already considered for implementation or had been implemented in the
Airport environs; (2) recommended for consideration by members of the FAR Part 150 Advisory
Committee, or the general public; (3) recommended for or successfully implemented in the environs
of other air carrier airports; or (4) mandated for review by the FAA under FAR Part 150.
The mitigation measures are classified as:
•
Remedial Measures—Intended to reduce or improve the compatibility of existing
incompatible land uses.
•
Preventative Measures—Intended to discourage the development of new incompatible land
uses.
The categories of and specific options considered for the Airport are presented in Table F-1. The
measures were discussed with the project committees on January 22, 2004, and those that were
considered to have potential for mitigating noise and would be applicable within the limits of the
various jurisdictions in the Airport environs are discussed in more detail in Section VII.
Each mitigation measure was evaluated on the basis of the following criteria:
1. Does it reduce existing incompatible land uses or the population exposed to significant
aircraft noise?
2. Does it prevent or discourage development of incompatible land uses or reduce the number of
people potentially exposed to significant aircraft noise?
3. Is it consistent with the policies of the Metropolitan Washington Airports Authority?
4. Is it consistent with the policies of the affected local jurisdictions?
5. Would it have a positive effect on the existing and planned land use patterns?
6. Can it be implemented under existing laws?
7. Is it economically, financially, and politically feasible?
8. Is it feasible for early implementation?
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Evaluation of Noise Mitigation Options
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Table F-1
Noise Mitigation Options Considered for Ronald Reagan Washington National Airport
Category
Remedial Measures
Noise Mitigation Options
Land Acquisition
Transaction Assistance
Programs
Acoustical Treatment Programs
Avigation Easements
Preventative Measures
Noise Disclosure Ordinance/Fair
Disclosure Ordinance
Comprehensive Planning
Airport Noise Overlay
Zone/District
Subdivision Regulations
Building Codes
Source:
Prepared by:
Specific Measures
Considered in Detail
Acquisition of properties
exposed to DNL 65 and higher
Purchase assurance program
Sound insulation of properties
exposed to DNL 65-70
Owners of properties affected by
aircraft noise would dedicate
avigation easements to the
Authority
Inclusion of noise
acknowledgment as part of real
estate transactions
Comprehensive planning to
protect river corridors
Adoption of noise and height
overlay zones by neighboring
jurisdictions
Amendment to subdivision
regulations to include special
provisions for subdivisions
located in noise affected zones
Requirement for sound insulation
standards in building codes
Ricondo & Associates, Inc.
Ricondo & Associates, Inc.
To be recommended for a noise compatibility program, a measure should meet Criterion 1 or 2
above, but does not necessarily have to meet all of the other criteria. Criteria 3 through 8 provide a
basis for establishing priorities when formulating measures recommended for implementation.
In the following sections, the noise mitigation measures are described in general terms and evaluated
for their applicability in the Airport environs.
F.2
Remedial Measures
F.2.1
Land Acquisition, Transaction Assistance, and Acoustical Treatment
According to the new FAA Reauthorization Act, Vision 100-Century of Aviation Reauthorization, the
FAA will only provide funding for noise mitigation programs within areas exposed to DNL 65 and
higher. There are no noise sensitive dwellings in the Airport environs exposed to DNL 65 and higher;
therefore, land acquisition, transaction assistance, and acoustical treatment programs, for which
federal funding could be requested, were not reviewed.
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Evaluation of Noise Mitigation Options
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F.2.2
Avigation Easements
Avigation easements ensure that property owners or developers are aware that their property may be
exposed to aircraft noise. By signing an avigation easement, a property owner (1) grants the airport
sponsor the right for aircraft operations to be performed over the property along with the associated
noise, vibration, or other effects, and/or (2) accepts restrictions on more intensive use or further
development of the property. Easements are permanent and enforceable through the civil courts, and
the airport sponsor holds the title to the easement until the easement is sold or released. The
easement is usually made a part of the deed and held in perpetuity with the property. In some states,
noise-sensitive properties covered by avigation easements are considered to be compatible with
airport operations.
The Authority and the FAR Part 150 Advisory Committee agreed that avigation easements would be
a viable option for improving land use compatibility in the Airport environs, particularly if the
transference of avigation easements is incorporated into a preventive noise mitigation program, such
as an airport environs noise overlay district (described below).
F.3
Preventive Measures
F.3.1
Noise Disclosure Ordinance/Fair Disclosure Ordinance
Noise disclosure allows prospective buyers of residential property to be made aware of the aircraft
noise exposure expected at the particular location, and of any local requirements for acoustical
treatment. Fair disclosure of this information can be required directly through an ordinance or in the
subdivision regulations covering the sale or transfer of property.
Developers and current homeowners may object to fair disclosure requirements on the grounds that
they may depress property values. Thus, the effectiveness of fair disclosure requirements largely
depends on the strength of the applicable ordinance or regulation, and on the community’s
willingness to enforce it. Such an ordinance does not reduce noise exposure nor does it reduce the
number of people exposed to aircraft noise. However, it does ensure that homebuyers are aware of
the noise environment and can include that knowledge in their decision-making process. Therefore,
people who move into areas exposed to aircraft noise are less likely to be negatively affected by that
noise because they were aware of the situation when they purchased their home. This type of
information is especially helpful to people moving into the community who may not be aware of
flight patterns at the airport.
Enactment of fair disclosure ordinance(s) was recommended as part of the previous (approved in
1997) FAR Part 150 Noise Compatibility Program. The measure was never implemented by local
jurisdictions in the Airport environs. Land Use Management Measure 4 in the 1997 update
recommended the disclosure of aircraft noise levels and their meaning to purchasers or renters prior
to the time of contract or title transfer for residential property.
It is important for prospective home buyers to be aware of the airport noise environment prior to
purchasing a home. While the majority of the real estate community may be forthcoming about
providing such information to their clients, some real estate agents might not be. Primary questions
FAR Part 150 Noise Compatibility Program Update
Evaluation of Noise Mitigation Options
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that would need to be resolved prior to the successful implementation of a fair disclosure ordinance
or State legislation requiring disclosure include:
•
•
•
•
Would the legislation or ordinance have a negative effect on home values?
Would the legislation or ordinance affect the home owner's ability to sell his or her home?
What methods/approach would be used to implement the legislation or ordinance?
How would the legislation/ordinance be enforced?
The Authority should continue to pursue a mechanism for requiring “truth in sales” and
acknowledgment of noise exposure as part of real estate transactions. While a mandatory disclosure
program (enacted through a local ordinance or State legislation) may not be possible, a voluntary
disclosure program could provide some means of informing potential homebuyers of the extent of
aircraft noise in the Airport environs. In addition, a clause requiring “truth in sales” could be
incorporated into an Airport environs noise overlay district ordinance.
F.3.2
Comprehensive Planning
Comprehensive planning for an airport environs is a coordinated effort intended to ensure that airport
operations are compatible with the needs of the people living and working in the airport environs and
the region. Ideally, comprehensive planning results in recommendations that can permit the longterm development of the airport while protecting people in the environs from the adverse
environmental effects of airport development and operations.
One technique that can be used in comprehensive planning for an airport environs is urban growth
management, a process whereby decisions about where and when to provide sewers, roads, and other
municipal services are made so as to encourage urban growth in areas that are compatible with
airport development and operations. Urban growth management is not intended to prevent growth,
but instead to guide new noise sensitive developments into areas that are not negatively affected by
noise caused by airport operations. Such planning is most applicable to undeveloped or sparsely
developed areas near an existing airport and can be used to protect flight corridors to and from the
airport to prevent the future development of incompatible land uses.
To be effective, comprehensive planning should involve all of the jurisdictions in the airport
environs. The comprehensive plan(s) should be formally adopted by the affected jurisdictions so that
development decisions are made in accordance with the plan(s). In addition, the plan(s) should be
specific enough to serve as a practical guide to development.
Comprehensive planning was included as a measure in the previous FAR Part 150 Noise
Compatibility Program for the Airport. The Authority and FAR Part 150 Advisory Committee
agreed that it would be important to use planning and other mechanisms (e.g., zoning) to protect
noise sensitive areas or areas developed with airport compatible land uses (e.g., commercial and
industrial facilities) in the environs of the Airport. The Authority should continue working with
jurisdictions in the vicinity of the Airport to develop some means of comprehensive planning as a
part of this FAR Part 150 Noise Compatibility Program Update.
F.3.3
Airport Noise Overlay Zone/District
A zoning overlay applies certain restrictions, such as structure height allowances, type of structure
constructed, and other limitations, on a specific area without rezoning each parcel within the overlay
zone. The allowed uses on land within an overlay zone would be those that conform to the
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underlying zoning as well as the overlay zoning requirements. Many jurisdictions in the vicinities of
airports include some form of height overlay zones to prevent structures from being built that would
be obstructions or hazards to air navigation.
Noise overlay zones can be used to limit the types of land uses allowed in areas exposed to noise and
to specify certain building requirements (such as acoustical treatment) without changing the
underlying zoning. Noise overlay zones can also be used in combination with other noise mitigation
techniques to protect airport sponsors from noise-related lawsuits. For example, Loudon County,
which is adjacent to Washington Dulles International Airport, requires full disclosure to all
prospective buyers within 1-mile of the area exposed to DNL 60. For areas exposed to DNL 60-65,
the County requires full disclosure to all prospective buyers, acoustical treatment, and an avigation
easement. For areas exposed to DNL 65 and higher, the County prohibits the construction of new
residential or other noise sensitive uses.
The airport sponsor and the municipal jurisdictions that would be responsible for implementation and
enforcement of the overlay zone regulations typically determine the limits of the zoning overlay.
Some jurisdictions use the DNL 55 contour that could result from ultimate airport development,
recognizing that, as aviation activity increases, additional areas may be affected by aircraft noise.
Other jurisdictions use boundaries that are composites of existing and future noise exposure contours
that would represent the “worst case” of noise exposure in the airport environs.
F.3.4
Subdivision Regulations
Subdivision regulations in most communities control the platting of land by establishing site planning
standards, including standards for lot layout and the design of utilities and improvements. Some
jurisdictions in the United States have used subdivision regulations to promote compatible
development in airport environs by requiring the considerations of aircraft noise at the time public
officials review the plat. Other jurisdictions have incorporated fair disclosure requirements into their
subdivision regulations to ensure that prospective property owners enter the sales transaction with
their “eyes open” and are informed if their property is exposed to significant levels of aircraft noise.
In some communities, aircraft noise levels are depicted on the final subdivision plats. In other
communities, notes are recorded on the plat or deed stating that the property is located in an aircraft
noise zone or is subject to disruptive levels of aircraft noise.
Subdivision regulations can also be amended to help protect an airport sponsor from potential
lawsuits. This protection is typically achieved by requiring the dedication of noise or avigation
easements as a condition of subdivision approval. The noise or avigation easement would include a
covenant waiving the property owner’s right to sue the airport sponsor for disturbances caused by
aircraft noise.
As there is a small amount of undeveloped land in the Airport environs today and no great potential
for subdivision activity to occur in the future, it was determined that this mitigation measure would
not provide much benefit. If implemented, measures listed in Section VII will prevent any future
subdivision development from occurring in the Airport environs.
F.3.5
Building Codes
Building codes regulate the construction of buildings and set standards for materials and construction
techniques to protect the health, welfare, and safety of residents and workers. Typical building codes
address structural concerns, ventilation, and heat/weather insulation and apply to new construction
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and major alternations to structures. Building codes can also require sound insulation for residential
and other noise sensitive facilities constructed in areas exposed to high levels of aircraft noise. The
primary purpose of building codes vis a vis noise is to achieve interior sound levels of DNL 45 or
lower in all noise-sensitive construction. The Authority and the FAR Part 150 Advisory Committee
agreed that incorporating noise standards into local building codes offer a means of achieving land
use compatibility in areas exposed to high levels of aircraft noise.
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Appendix G
Public Comment Summary - Includes summary of public
comments received at the Public Hearing and responses to those
comments
(to be inserted)
FAR Part 150 Noise Compatibility Program Update
Public Comment Summary
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Appendix H
Metropolitan Washington Airports Authority Approval
(to be inserted)
FAR Part 150 Noise Compatibility Program Update
Metropolitan Washington Airports Authority Approval
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